THE OFFICIAL HORNBY IN THIS ISSUE...

COLLECTORS’ CLUB
MAGAZINE Q Class 71 Electric Arrives
Issue 108 Q Summer 2016
Q Featured Model: Peppercorn ‘K1’
Q The North Yorkshire Moors Railway
Q S&DJR Anniversary
Q Renumbering Model Locos
Q ‘Radial’ Tank No. 488
Q Queen of Scots
Q Special Club Offers and Competitions

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 CONTENTS & WELCOME
big thank-you to everyone who ‘9F’ and Great Eastern ‘D16/3’ 4-4-0,

A wrote in with feedback about the

new-look Club Magazine after we
revamped the design and increased the
number of pages from Issue 107: Spring 2016.
WWW.HORNBY.COM This feedback has been most encouraging
with most of you seemingly happy with
the presentation and mix of articles, with
while in News you can read about the
imminent arrival of the Raven ‘Q6’ 0-8-0
and Class 71 Southern Region Electric.
With the Southern Maunsell 58ft
coaches, Peckett ‘W4’ 0-4-0ST and
Holden ‘B12’ all very much on the horizon,
these are exciting times at Hornby with

CONTENTS just the odd grumble so far! It is important

that you let me – and the team at the
Hornby Club – know what you think and
so much to look forward to. I hope that
you enjoy this issue’s offering. Q

what you would like to see in these pages.

4 Hornby New Releases After all, it is your Club Magazine!
In this issue we bring you up to speed
6 News with what’s new and developing at Hornby
and we showcase some of our more
10 Somerset & Dorset Anniversary recent releases, including the popular Paul Appleton
Peppercorn ‘K1’, Railroad Crosti-boilered Editor
13 The Editor Asks
Featured Model –
16
Peppercorn ‘K1’ SAVE THE DATE
20
Getting Out – the North WARLEY NATIONAL MODEL
Yorkshire Moors Railway
RAILWAY EXHIBITION
24 Phil’s Workbench
TAKING PLACE AT BIRMINGHAM’S
26 Following the Flagman NEC: 26TH – 27TH NOVEMBER, 2016.
29 Member Competition
30 Recommend a Friend
32 Queen of Scots
36 No. 488 – A Survivor’s Story
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ON A KEY PUBLISHING
40 The Future Beckons
43 Members’ Gallery
MAGAZINE SUBSCRIPTION!
44 Product Spotlight As a Hornby Collectors’ Club member, you

RELIVE THE STORY OF 48 Junior members’ Section

50 From the Forum
can save £5 on a subscription to any of
Key Publishing’s range of market-leading
magazines. From Hornby Magazine

BRITAIN’S BEST LOVED TOYS!
Featuring rare products from
the Hornby, Scalextric, Airfix
and Corgi archives. Track the
history of Hornby’s iconic model
trains from Frank Hornby’s early
Pop along to the Hornby Hobbies Visitor Centre and
view the spectacular Model Railway and Scalextric
layouts. The Hornby Retail Shop offers an extensive
range of Hornby, Scalextric, Airfix, Humbrol and
Corgi products.
The Visitor Centre is open every day, from 10am – 4pm
(October – March) and from 10am – 5pm (April –
51 Special Offers & Attractions and Airfix Model World to FlyPast, PC
Pilot and Airliner World – Key’s wide
52 Social Media selection of titles cover the modelling,
aviation and transport industries.
EDITOR: Paul Appleton
DESIGN: Matt Chapman
MARKETING: Montana Hoeren To view the entire range and claim your discounted
HORNBY COLLECTORS CLUB
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enter the code HCLUB5 in the ‘coupon code’ box at
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home-made toys dating all the September) with free entry to the Shop and Café. MAKE CHEQUES PAYABLE TO: Hornby Hobbies Ltd
We are always interested in hearing from our Members,
way back to 1938! Contact us for more information.
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CLUB ADDRESS: Hornby Hobbies Club, 3rd Floor, The Gateway,

so if you have an impressive Hornby collection or a
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Hornby themed layout that you’d like to share with
The Collector is the Hornby Collectors’ Club magazine
and is published by Publishing Works on behalf of us, let us know! Email us at newclubs@hornby.com
Hornby plc, 3rd Floor, The Gateway, Innovation
www.hornby.com/visitorcentre I Tel: 01843 233524 Way, Discovery Park, Sandwich, Kent CT13 9FF.
CLUB MEMBERS’ ONLINE DISCOUNT
The Club accepts no responsibility for errors or The 10% discount code for July-September 2016 is PBBDGBCC. If you experience any difficulties when
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 NEW RELEASES

JULY – DECEMBER 2016

R6769 20-ton Tank Wagon ‘Industrial Alcohol’ R4719 SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment Lavatory Brake Composite, SR Olive Green

R3418 BR 2-6-0 K1 Class No. 62006 - Early BR

R6754 6 Plank Wagon ‘London Brick Company’ R4736 SR Maunsell 6 Compartment Third Class Brake Coach

R3414 LNER 0-6-0 J15 Class No. 5444 R3429 Peckett 0-4-0ST - Huntley & Palmers R6771 V-Tank Wagon ‘Mineral Industries Ltd’ R4749 BR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Nine Compartment Lavatory Third Class Coach, BR Crimson

CAT. NO. DESCRIPTION RELEASE DATE CAT. NO. DESCRIPTION RELEASE DATE CAT. NO. DESCRIPTION RELEASE DATE CAT. NO. DESCRIPTION RELEASE DATE

SPECIAL COMMEMORATIVE LOCOMOTIVE COLLECTION DIESEL & ELECTRIC LOCOMOTIVES R4718

SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six
Nov 16 R6754 6 Plank Wagon ‘London Brick Company’ Nov 16
Compartment Lavatory Brake Third Class, SR Olive
R3500 The Sir Nigel Gresley Collection Oct 16 R3373 BR Class 71 E5001 NRM - BR Green Jul 16 R6755 7 Plank Wagon ‘Gregory’ Jul 16
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six
R4719 Nov 16
STEAM LOCOMOTIVES R3374 BR Class 71 No. 71012 - BR Blue Jul 16 Compartment Lavatory Brake Composite, SR Olive R6756 7 Plank Wagon ‘Park Gate’ Jul 16
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Nine
R3405 LNER 0-6-0T J50 Class No. 585 Oct 16 R3376 BR Class 71 E5022 - BR Green Dec 16 R4720 Nov 16 R6757 7 Plank Wagon ‘Richard White & Sons’ Jul 16
Compartment Lavatory Third Class, SR Olive
R3406 BR 0-6-0T J50 Class Departmental No. 14 - Late BR Oct 16 R3471 NSE Class 50 Co-Co Diesel Electric No. 50026 Indomitable Dec 16 R4734 SR Maunsell Corridor First Class Sep 16 R6758 7 Plank Wagon ‘Arthur Wharton’ Jul 16

R3407 BR 0-6-0T J50 Class No. 68959 - Early BR Oct 16 R3479 Class 60 No. 60066 Drax Sep 16 R4735 SR Maunsell Corridor Third Class Sep 16 R6767 SR Brake Van Aug 16

R3408 GWR 4-6-0 6000 ‘King’ Class 4-6-0 King Edward V Aug 16 R3482 Sentinel DH16 4wDH MSC Sep 16 R4736 SR Maunsell 6 Compartment Third Class Brake Sep 16 R6768 LMS Brake Van Aug 16

R3409 BR 4-6-0 6000 ‘King’ Class King William IV - Late BR Aug 16 R3483 Sentinel 0-4-0 Crossley and Evans Sep 16 R4737 SR Maunsell 6 Compartment Third Class Brake Sep 16 R6769 20 Ton Tank Wagon ‘Industrial Alcohol’ Dec 16
R3486 Class 66 Co-Co Diesel No. 66185 DP World London Gateway Aug 16 BR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Eight Compartment R6770 14 Ton Tank Wagon ‘Carless Petrol’ Nov 16
R3410 BR 4-6-0 6000 ‘King’ Class King Henry III - Early BR Aug 16 R4746 Aug 16
Brake Third Class Non-Corridor, BR Crimson
R3487 Class 66 Co-Co Diesel No. 66079 James Nightall GC Aug 16 R6771 V Tank Wagon ‘Mineral Industries Ltd’ Nov 16
R3414 LNER 0-6-0 J15 Class No. 5444 Sep 16 BR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment
TWIN TRACK SOUND LOCOMOTIVES R4747 Aug 16 WAGON PACK
R3415 BR 0-6-0 J15 Class No. 65477 - Early BR Sep 16 Lavatory Brake Third Class, BR Crimson
BR 4-6-0 6000 ‘King’ Class King George I BR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment R6783 BR 20 Ton Coke Hopper Wagons - Three Wagon Pack Dec 16
R3416 BR 0-6-0 J15 Class No. 65464 - Late BR Sep 16 R3384TTS Aug 16 R4748 Aug 16
- Late BR Lavatory Brake Composite, BR Crimson
RAILROAD LOCOMOTIVES
R3417 BR 2-6-0 K1 Class No. 62065 - Late BR Sep 16 R3390TTS Class 43 HST Virgin East Coast Aug 16 BR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Nine Compartment
R4749 Aug 16 R3495 Railroad BR 4-4-0 D49/1 Class
Lavatory Third Class Coach, BR Crimson R3495 Aug 16
R3418 BR 2-6-0 K1 Class No. 62006 - Early BR Sep 16 R3460TTS BR Fowler 0-6-0 4F Class No. 44198 Jul 16 The Cotswold - Early BR
R4750 Virgin Rail East Coast MK3 TGS Nov 16
R3424 LNER 0-8-0 Raven Q6 Class Jul 16 R3396TTS Railroad BR 2-10-0 9F Class Franco Crosti Boiler No. 92025 Nov 16 Railroad BR 4-6-0 4900 ‘Hall’ Class
R4751 Virgin Rail East Coast MK3 TSO Nov 16 R3499 Aug 16
Helmingham Hall - Late BR
R3425 BR 0-8-0 Raven Q6 Class - BR Early Jul 16 TRAIN SETS
R4751A Virgin Rail East Coast MK3 TSO Nov 16 SKALEDALE BUILDINGS
R3426 BR 0-8-0 Raven Q6 Class - BR Late Aug 16 R1185 Santa’s Express Christmas Train Set Sep 16
R4752 Virgin Rail East Coast MK3 FO Nov 16 R9801 Modern Terraced House Aug 16
R3427 Peckett 0-4-0ST - Base Livery No. 563 ‘Dodo’ Dec 16 R1188 Country Flyer Train Set Oct 16
R4753 Virgin Rail East Coast MK3 Buffet Car Nov 16 R9802 Modern Prefab Aug 16
R3428 Peckett 0-4-0ST - Manchester Ship Canal Dec 16 TRAIN PACKS
COACH PACK R9803 Tin House Aug 16
R3429 Peckett 0-4-0ST- Huntley & Palmers Dec 16 R3398 Lyme Regis Branch Line Train Pack - Limited Edition Dec 16
R4534D BR Pull-Push Coach Pack Aug 16 R9807 Modern Bungalow Aug 16
R3401 The Bristolian Train Pack - Limited Edition Sep 16
R3430 LNER 4-6-0 Holden B12 Class Dec 16 WAGONS R9808 Timber Store and Workshop Aug 16
R3501 Virgin East Coast Train Pack - Limited Edition Jul 16
R3431 BR 4-6-0 Holden B12 Class - BR Early Dec 16 R6731 LMS 20 Ton Coke Hopper Wagon Dec 16 R9811 Shiplap Lean-to Aug 16
COACHES
R3432 BR 4-6-0 Holden B12 Class - BR Late Dec 16 R6731A LMS 20 Ton Coke Hopper Wagon Dec 16 R9812 Triple Garage Aug 16
R4516B LNER Gresley Non-vestibuled Suburban 3rd Class, Teak Oct 16
R3433 LNER 4-4-0 D16/3 Class Claud Hamilton Sep 16 R6733 BR 20 Ton Coke Hopper Wagon Dec 16 R9813 Ex-Barrack Rooms Aug 16
R4517B LNER Gresley Non-vestibuled Suburban Composite, Teak Oct 16
R3441 LNER 4-6-2 A4 Class Sir Murrough Wilson - Wartime Black Sep 16 R6733A BR 20 Ton Coke Hopper Wagon Dec 16 R9815 Covered Loading Bay Aug 16
R4518B LNER Gresley Non-vestibuled Suburban 3rd Class Brake, Teak Oct 16
NRM BR 4-6-2 A3 Class No. 60103 Flying R6735 SR Cattle Wagon - Bulleid Nov 16 R9816 Wateringbury Signal Box Aug 16
R3443 Sep 16
Scotsman - Brunswick Green R4693 K-Type Pullman Third Class Parlour Brake Car ‘Car No.’78’ Aug 16
R6735A SR Cattle Wagon - Bulleid Nov 16 R9817 Raised Water Tank Aug 16
R3447 LNER 4-6-0 B17 Class Kilverstone Hall Oct 16 R4694 K-Type Pullman Third Class Parlour Car ‘Car No.83’ Aug 16
R6737 BR (ex-SR) Cattle Wagon - Maunsell Nov 16 R9826 Detached Brick Garage Aug 16
R3448 BR 4-6-0 B17 Class Welbeck Abbey - Early BR Oct 16 R4695 K-Type Pullman Third Class Parlour Brake Car ‘Car No.80’ Aug 16
R6737A BR (ex-SR) Cattle Wagon - Maunsell Nov 16 R9827 The Memorial Aug 16
BR 4-6-0 N15 ‘King Arthur’ Class R4696 K-Type Pullman First Class Kitchen Car ‘Joan’ Aug 16
R3456 Sep 16
Sir Hervis de Revel - Early BR R6751 6 Plank Wagon ‘Cadbury Bournville’ Nov 16 R9829 The Toy Shop Aug 16
R4697 K-Type Pullman First Class Parlour Car ‘Ursula’ Aug 16
R3466 J94 Austerity 0-6-0ST No. 22 United Steel Co. Aug 16 R6752 6 Plank Wagon ‘Cory Brothers & Co’ Nov 16 R9831 The Florist Aug 16
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Eight Compartment
R3467 SE&CR 0-6-0T A1X ‘Terrier’ No. 751 Aug 16 R4717 Nov 16 R6753 6 Plank Wagon ‘Corker & Bevan’ Nov 16 R9835 The Hardware Store Aug 16
Brake Third Class Non-Corridor, SR Olive

4 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 5
 HORNBY NEWS
CLASS 71 ARRIVES!
By the time you read this,
the first of Hornby’s brand
new Southern Region Class
71 Electrics should be in
stock and available from
retailers around the country.
RAVEN COMES HOME TO ROOST
Model railway enthusiasts
have been eagerly awaiting
the arrival of the first ever
British-outline, outside
cylinder 0-8-0 ready-to-run
locomotive to be produced
since the invention of the
CAT REF: R3424 Raven ‘Q6’ 0-8-0 No. 3418, LNER black
CAT REF: R3425 Raven ‘Q6’ 0-8-0 No. 63443, BR black, early crests
CAT REF: R3426 Raven ‘Q6’ 0-8-0 No. 63429, BR black, late crests
RRP: £139.99
6 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
These unusual-looking
machines were introduced
as part of the British
Transport Commission’s 1955
modernisation plan for use
on the third rail 650 DC Kent
Coast Main Line. Built by BR
electric train set. Now the
wait is over, and if you want
to get your hands on one, act
now, because they are set to
be snapped up very quickly.
Two versions of the LNER
‘Q6’ 0-8-0 are set to arrive in
at Doncaster, the first of
the 24 ‘HA’ designated locos was
delivered on January 3, 1959.
Initially numbered in the
series E5000 to E5023,
the first, E5000,
July, with a third following
close behind in August.
First introduced by Vincent
Raven for the North Eastern
Railway in 1913 as their ‘T2’
class, 120 examples were built
between then and 1921 by the
NER and contractor, Armstrong
Whitworth in Newcastle. These
hefty 0-8-0s were designed for
shifting heavy freight, especially
coal and steel trains, and had
a tractive effort of 28,800lbs.
was renumbered E5024
in December 1962.
What made these locos
particularly unusual is that
they were also fitted with a
pantograph so that they could
collect current from 660v DC
overhead wires that were utilised
mainly in freight depots and
yards where it was deemed too
dangerous to use the live third
rail where shunters and others
were working on the ground.
When not in use the
pantograph retracted into a
Absorbed into the LNER at
the 1923 Grouping, they became
‘Q6’ class and later given the
power classification ‘6F’.
Although they ventured to
Edinburgh, Peterborough,
and even Liverpool, they are
mostly associated with the
North East of England with
large allocations at Tyne Dock,
Hull, Leeds and Stockton, and
later at Darlington, Consett,
Selby and Gateshead.
WWW.HORNBY.COM
recess in the roof so that it was
hidden from view, a feature that
is faithfully reproduced in the
new Hornby model. Not all 24
locos had the pantographs
fitted, and some of those
that did had them removed
once the short-lived catenary
system stopped being used.
Although classed as
mixed traffic, they were very
powerful for such a small
locomotive, their 2,300hp
making them suitable for use
on express passenger work
and they were often used on
the prestigious ‘Night Ferry’
and ‘Golden Arrow’ Pullman BR blue with full yellow ends
services between London and E5022 in 1950s/’60s
Victoria and Dover. They were in 1977. E5001, later No. 71001, plain BR green as it would
also utilised on heavy fitted has been preserved as part of have looked when new. The
freights, especially those wasn’t until ten members were the National Collection and National Railway Museum
bringing in valuable perishable rebuilt in 1967/8 as electro- has been on display, on-loan, has also commissioned a run
goods from the continent. diesels that they became at Barrow Hill Roundhouse, of just 250 models of E5001
Another interesting fact is versatile enough to meet near Chesterfield. in a special gloss finish and
that these locos were also fitted modern operational needs. The new model was first these are available from the
with flywheel boosters which These locos were reclassified announced in November 2014 NRM’s Locomotion Models.
allowed them to operate ‘off from Class 71 to Class 74, the at the Warley Model Railway The locos have two switches
juice’ over short distances. It last of which was withdrawn Exhibition at the NEC, hidden in the battery boxes on
Birmingham. Working from the underframe, one of which
scratch, the Hornby research switches off the tail lights for
team travelled to Barrow Hill when the loco is coupled to
to measure the sole surviving a train, the other to activate
preserved example, E5001, the overhead pantograph.
and to make a full 3D laser DCC ready, they have an 8-pin
scan, something that was decoder socket and provision
essential if the complex curve for a 15mm x 11mm speaker
profiles of the cab design were for those who want to fit
to be properly replicated. digital sound. Powered by
Three versions are set to Hornby’s powerful five-pole
appear initially, including E5001 motor with twin flywheel
in as-preserved BR green livery drive, expect an assured
with small yellow warning and optimal performance
panels, No. 71012 in 1970s from the new Class 71s. Q
CAT REF: R3373 BR(SR) HA/Class 71 E5001,
BR green with small yellow panels
CAT REF: R3374 BR(SR) Class 71 No. 71012, BR blue, full yellow ends
CAT REF: R3376 BR(SR) HA/Class 71 E5022, BR green
RRP: £154.99, NRM Limited Edition £159.99
Just one example has been
preserved, No. 63995, and it
operates regularly on the North
Yorkshire Moors Railway (see
page 20). The locomotive is
owned by the North Eastern
Locomotive Preservation
Group (NELPG) who have given
Hornby their full support in the
development of the new model.
Of the first two models due to of a 28mm round speaker for
arrive, one is in LNER black livery those wishing to go down the
as No. 3418, while the other is logo on the tender-sides. All are digital sound route. The motor
in BR black livery, as No. 63443 DCC ready, with 8-pin decoder is Hornby’s powerful five pole
with early BR crests on the example in later BR livery with the sockets and there is space in motor to give smooth and precise
tender. These will be joined by an so-called ‘ferret and dartboard’ the tender for the installation running with scale length trains. Q
WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 7
 HORNBY NEWS

GWR BOW-ENDED COACHES

The first of two new carriage
rakes announced by
Hornby in the 2016 range
has appeared – and then
gone – such has been the
demand for the GWR Collett
bow-ended carriages!
Due to follow soon are the
equally eagerly anticipated
Maunsell 58ft compartment
stock (see New Releases).
Following on from the
brand-new Hawksworth
coaches released in 2010,
the Collett vehicles fill a
very useful gap in the range,
used on some of the GWR’s
most prestigious trains, they
ran from their introduction
in 1925, when they were
painted chocolate and
cream, through to BR days
when they received carmine
and cream paintwork.
The Hornby warehouse
has been emptied of these
new vehicles, all going out
to retailers and those who
pre-ordered them, as soon as
they were received. So visit
your local retailer as soon as
you can if you want some of
these interesting vehicles, as
they won’t be around for long!
R4679 GWR Collett Corridor Third in 1930s chocolate and cream.
R4680 GWR Collett R/H Corridor Brake in 1930s chocoalte and cream.
R4687 BR Collett L/H Corridor Composite in crimson and cream.
There are five different they were designed by the
coaches and all are available GWR as left- and right-handed
in GWR and BR liveries. What corridor vehicles, so that a
is unusual about them is that complete train could arrive at
a station’s platform with the
corridors of all vehicles facing
the platform edge. They also
had extremely short bogies at
just 7ft. The idea of the bow
ends was to reduce the depth
of the corridor connections
making it more comfortable
for passengers to pass from
one coach to the next.
Those produced by Hornby
are the right-hand Brake Third
R4686 BR Collett L/H Corridor Brake in carmine and cream.
and Corridor Composite, and
left-hand Brake Third and
Composite, and Full Third. All
vehicles have turned metal
wheels and the small type
tension-lock couplings which fit
into NEM pockets. Roof brackets
are also included so that you
can add carriage boards for your
selected train, these coaches
being used on many of the
GWR’s named expresses, such
as the ‘Cornish Riviera’, ‘Torbay
Express’ and ‘Cheltenham Flyer’
- perfect for running behind
the new Hornby ‘King’. Q
DEVELOPMENT UPDATE
With the news that the Raven ‘Q6’ and Class 71 electric are due for imminent arrival, what
of the remaining new models announced in the 2016 range towards the end of 2015?
LOCOMOTIVES
The Peckett ‘W4’ industrial 0-4-0ST
is at the decorated sample stage,
with the first complete example
arriving at Hornby’s Sandwich
offices on June 10. The remaining
liveries and packaging samples
are expected by September and
the final models should be ready
for inspection by mid-October,
with the first production models
available by the start of December.
There will be three models
initially; a lined pale green (base
livery) version with the name
‘Dodo’, Works No. 563 (Cat
Ref No. R3427), dark green
Manchester Ship Canal No. 11,
Works No. 654 (R3428) and
blue-liveried Huntley & Palmers,
Works No. 832 (R3429).
Holden ‘B12’ 4-6-0;
Decorated and operational
samples have been received,
with packed samples expected
by mid-September and
inspection of the finished
models expected in October.
The image shows the decorated
sample being tested at Hornby
HQ in late May. Livery details
have been finalized as LNER
No. 8573 in lined Apple Green
(Cat Ref No. R3430), No. 61533
in BR lined black with early crests
(R3431) and No. 61580 in lined
BR black with late crests (R3432).
The model is based on those
rebuilt with larger boilers to
become the ‘B12/3’ sub-class
as exemplified by preserved
No. 8572 at the North Norfolk
Railway. Currently, it is expected
that the new models will arrive
in the UK by the end of the year.
‘Merchant Navy’ 4-6-2; This is
very much a ‘work in progress’
and is only at the stereo pre-
production mock-up stage. As
there is still a great deal of work
lined green and with early
crests (R3436) and No. 35023
Holland Afrika Line in the Twin
Track Sound range, also in BR
lined green with early emblems
on the tender (R3382TTS).
COACHES
Hornby’s second new coach
rake for 2016 is the Maunsell 58ft
compartment stock. These
coaches were rebuilds of
Peckett ‘W4’.
earlier LSWR 48ft vehicles and
will be perfect for operating
with Hornby’s new Adams LMS Hopper wagon.
‘Radial’ 4-4-2T locomotive and
other ex-LSWR locomotives
such as Hornby’s ‘M7’ 0-4-4T.
These new coaches are due
to arrive in November. There are
four different coaches; eight-
compartment Brake Third, six-
compartment Brake Composite
Lavatory, six-compartment Brake
Second Lavatory and nine-
compartment Second Lavatory.
All four coaches will be available
in Southern Railway Olive Green
and BR Southern Region green. The LMS 20-ton Coke Hopper handbrake position, and the
will be available in LMS and BR later Bulleid diagram 1530
WAGONS liveries, and also available as a version which doesn’t have
The first samples of the triple wagon pack. There are the aforementioned tie bar,
Coke and Cattle wagons two versions of the Southern 10- has a repositioned handbrake,
were expected towards the ton cattle wagon. The earlier riveted roof and plywood
end of June and should be Maunsell diagram 1529 version panel ends. Both will be
released by December and which has a tie bar between made available in 1930s SR
November respectively. the ‘W’ irons and original and 1950s BR liveries. Q
BR (ex-LSWR/SR) maroon coach.
Holden ‘B12/3’.

SANTA’S EXPRESS
Here’s a bit of Christmas
fun for youngsters of all
ages, and an ideal starter set
with Christmas in mind.
Available from September, this
attractive little train set includes
a bright red 0-4-0T locomotive
and two wagons, one of which is
stuffed full of miniature presents!
There is also a circle of track
and a controller, the perfect
CAT REF: R4679 GWR Collett Corridor Third, chocolate & cream
CAT REF: R4680 GWR Collett Corridor Brake Third (RH), chocolate & cream
CAT REF: R4681 GWR Collett Corridor Brake Third (LH), chocolate & cream
to be done before the model
reaches the operational sample
stage, it has been decided
plug-in-and-play present for CAT REF: R4682 GWR Collett Corridor Composite (LH), chocolate & cream to reschedule the release of
all budding railway modellers. CAT REF: R4683 GWR Collett Corridor Brake Third (RH), chocolate & cream this model to early 2017. Four
It represents superb CAT REF: R4684 BR(WR) Collett Corridor Third, carmine & cream versions are initially planned,
value at just £49.99. CAT REF: R4685 BR(WR) Collett Corridor Brake Third (RH), carmine & cream covering first and third series
CAT REF: R4686 BR(WR) Collett Corridor Brake Third (LH), carmine & cream locomotives; No. 21C1 Channel
R1185 SANTA’S EXPRESS
Packet in SR Malachite Green
CHRISTMAS TRAIN SET CAT REF: R4687 BR(WR) Collett Corridor Composite (LH), carmine & cream
(R3434), No. 21C3 Royal Mail
Analogue CAT REF: R4688 BR(WR) Collett Corridor Brake Third (RH), carmine & cream
in Malachite Green (R3435),
RRP: £49.99 RRP: £39.99 each
No. 35028 Clan Line in BR

8 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 9
 RENAISSANCE
AT MIDSOMER NORTON
March 2016 marked the 50th anniversary of the closure of the famous
Somerset & Dorset Joint Railway route between Bath Green Park and
Bournemouth. IAN LAMB went to look at part of what is left of the old
line and discovered a thriving and developing new heritage centre.
n September 2012 I spent a
I fantastic time in Somerset
and Dorset exploring,
walking and cycling much of
the old railway line between
Bath and Blandford Forum to
commemorate what at the time
was the 50th anniversary since
the last of the famous ‘Pines
Express’ trains passed over the
route between Manchester
and Bournemouth. Nearly four
years later, and the closure of
the old Somerset & Dorset Joint
10 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
railway route itself is also 50
years since and many special
events were staged from March
this year to mark the occasion.
Famously, the line was unique
in being jointly operated by the
London & South Western Railway
and the Midland Railway (later
Southern and LMS railways),
with the Midland responsible for
supplying most of the motive
power, hence it supplied the
Fowler-designed ‘7F’ 2-8-0,
‘4F’ 0-6-0, ‘2P’ 4-4-0 and
‘Jinty’ 0-6-0T classes, among
others. In later years, particularly
after nationalisation in 1948,
this led to some spectacular
and unusual locomotive
combinations; the route was
notoriously steep and winding
as it clambered over the Mendip
Hills and this often meant that
the heaviest trains had to be
double-headed or banked.
It wasn’t unusual for Bulleid
Light ‘Pacifics’ to be seen piloted
by former LMS types, such
as ‘Black Fives’, 4-4-0s or the
‘7F’ 2-8-0s the line is especially
associated with. Towards the
end former GWR types and BR
standards could also be seen
making it a veritable feast for
enthusiasts and photographers,
such as the revered Ivo Peters.
There are several projects
along the old S&DJR route where
enthusiasts have established
heritage centres with a view to
starting to operate trains again,
including one near Blandford
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Forum at Shillingstone station.
The Gartell Railway operates a
narrow gauge train service over
part of the old trackbed near
Templecombe. Some distance
from the former route, but still
in the county of Somerset, the
Somerset & Dorset Railway Trust
has established an interesting
museum and collection of
vehicles at Washford on the
West Somerset Railway.
However, although I have been
involved in railway preservation
for over 40 years, I have never
come across such a quick turn
of heritage transformation as
that carried out at Midsomer
Norton. The overall development
at this station is way beyond
anything that I had hoped to
find. What has been achieved
in such a short space of time is
nothing short of remarkable.
Midsomer Norton station is
undoubtedly one of the most
attractive locations on the line,
even more so today thanks to the
efforts of volunteers who do their
utmost to keep the precariously
Classic ‘S&D’ motive power; the Fowler
‘7Fs’ 2-8-0s were designed especially
for the line. Here No. 53808 passes
Midsomer Norton South with the
Nottingham - Bournemouth (Saturdays-
only) service on August 4, 1962. DAVE
COBBE/RAIL PHOTOPRINTS
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The ‘S&D’ frequently threw up unusual double-headers; Midland ‘2P’ 4-4-0 No. 40697 and SR ‘West Country’ air-smoothed
‘Pacific’ No. 34043 Combe Martin drop down from the Mendips through Midsomer Norton South with one of the Saturdays-
only, cross-country services, routed via the ‘S&D’ on July 18, 1961. DAVE COBBE COLLECTION/RAILPHOTOPRINTS
placed complex looking as
though the last ‘Pines Express’
had just passed through! The
trackwork currently extends to
almost a mile with further work
taking place so that the running
line extends to Chilcompton
tunnel, which is currently being
used by a local gun club.
The well-kept lawns and
flowerbeds carried off first prize
for ‘best kept station’ awards
continuously from 1953 to 1960,
maintaining a tradition going back
to 1913 when they were instituted With Driver Dick Every at the helm, ‘9F’ 2-10-0 No. 92224 leaves Midsomer
by the S&D Joint Committee. Norton South with the 09.03 Bristol - Bournemouth West ‘S&D’ line service
The station opened on on September 7, 1963. HUGH BALLANTYNE/RAIL PHOTOPRINTS
July 20, 1874 as part of the S&DJR
extension from Evercreech
Junction to Bath off its original
Wimborne to Burnham route,
opened initially as part of
a scheme to link the south
coast ports with those on the
Bristol Channel and so a fast
connection with South Wales.
The network eventually extended
from Wimborne to Broadstone,
Evercreech Jct to Highbridge and
Burnham, Glastonbury to Wells
and Eddington Jct to Bridgwater, The station at Midsomer Norton seen on March 12, 1995. The track has long-
with running powers into Poole since gone and the area is largely overgrown, but the buildings survived having
and Bournemouth. With the found alternative uses. COURTESY OF MAC HAWKINS/GRANGE BOOKS
opening of the line through to
Bath, the S&DJR became a very the countryside. To its loyal staff Sadly, the good times didn’t last.
busy and useful link between – who seemed to know each British Railways Western Region
the industrial Midlands and other like an extended family took control of the line and ran
the South Coast ports, but – it also deservedly earned the the services and the line itself
was also hugely popular with nickname of ‘The Family Line’. down from the late 1950s. Its
summer holiday trains to the As an avid reader of Trains remaining passenger routes
south coast seaside resorts. Illustrated magazine in the 1950s, closed from March 7, 1966,
The line’s wonderful scenery, apart from the attractive railway while some short goods links
varied motive power, steep scenes of the ‘S&D’ in its own lingered for a few more years.
climbs, many viaducts and tunnels right, the name Midsomer Norton Most of the trackbed was then
meant it became a mecca for had a certain ‘ring’ to it, which sold off, redeveloped, removed
railway enthusiasts and lovers of has remained with me ever since. or left to nature. Much of it
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 11

Steam has returned to Midsomer Norton South on a number of occasions in recent years, and now the
Trust also has a steam locomotive of its own. Here, visiting ‘Jinty’ 0-6-0T No. 47406 is seen with a single
coach heading towards Chilcompton tunnel on March 5, 2016, part of the special anniversary events held
along the route of the ‘S&D’ to mark 50 years since closure. PHIL TANNER/RAIL PHOTOPRINTS
The frontage of Midsomer Norton
station building, restored to its
former glory. IAN LAMB
does survive though in private
hands or as public paths.
At Midsomer Norton, the
station lost its goods facility on
June 15, 1964, while the track
was lifted in 1968 and the Silver
Street bridge demolished in 1969.
This fact currently prevents
12 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
extending the line to the north,
but there are hopes that one day
funds can be raised to bridge
the gap. The rest of the station
was rescued from the verge of
demolition in 1968 by Somerset
Education Authority and used by
a local school and college. No
Inside the restored signal box at
Midsomer Norton. IAN LAMB
longer needed by the mid-1990s,
it was purchased by Wansdyke
District Council as a potential
tourism facility after a local
campaign by Wansdyke Tourism
Association. The S&D Railway
Heritage Trust took a lease
in 1996 to restore the station
to its early 1950s condition.
As well as restoring the station
and laying track, the Trust has also
acquired and restored a number
of diesel locomotives and items
of rolling stock, including former
BR Class 08 D4095 and English
Time-warp at Midsomer Norton: Not only have the signal box and waiting shelter been
beautifully recreated, but even the station greenhouse has been replicated. IAN LAMB
Electric 0-6-0DH D1120, which
are both used on passenger
train over an approximately
one mile (1.6km) section of
restored line. Pride of place is
taken by newly restored ‘S&D’
lookalike Sentinel 4wTG No. 7
(7109 of 1927), which now gives
Midsomer Norton a regular
steam presence. Two almost
identical locomotives were
once used nearby at Radstock.
Other steam locomotives also
visit from time to time, the most
recent being Fowler ‘3F’ 0-6-0T
No. 47406 during the March 50th
Anniversary of Closure event.
There are currently quite a few
locomotives and items of rolling
stock available from Hornby that
can be easily obtained to create
that very special atmosphere
that can only be described as
‘S&D’. No. 92220 Evening Star,
the last steam locomotive to be
built by BR in 1960, is an obvious
contender, having hauled that
final ‘Pines Express’ over the
route in September 1962, the
train diverted to a different
route from that point on.
For someone thinking of
starting in railway modelling,
and particularly basing their
layout on the ‘S&D’ line, there is
no better way than through the
‘Somerset Belle’ train set. One
of the old company’s Prussian
Blue-liveried ‘Jinty’ locomotives
features in the set, which is also a
great way of starting out in DCC
(Digital Command Control).
Due thanks are recorded
to the Somerset & Dorset
Railway Heritage Trust based
at Midsomer Norton for their
full support. Find out more
about the project at www.sdjr.
co.uk or write to the Somerset
& Dorset Railway Heritage
Trust, Midsomer Norton Station,
Silver Street, Midsomer Norton,
BA3 2EY. Tel: 01761 411221
(Sun/Mon only). Q
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With the ever-increasing costs of model locomotives and
rolling stock – said to be down to the growing cost of raw
materials and wages – the editor asks SIMON KOHLER…
...WILL THE MANUFACTURING OF
HORNBY MODELS EVER LEAVE CHINA?
learnt many years ago that I
I
should use the word ‘never’
very carefully because
never is forever and there are
arguably not too many things
that actually do last forever. For
many of us history has taught
us that particular lesson; well it
has certainly taught me hence
my reluctance to use the word.
The editor has asked the
question as to whether I
believe the manufacturing of
Hornby railway models will
ever leave China? What he is
really asking is if I believe that
Hornby will ever return the
manufacturing of their model
railway products back to the UK?
Prior to the mid 1970s Hornby
had more or less the whole of the
British model railway market to
themselves, but in January 1975,
both Airfix and Palitoy Mainline
announced that they were each
independently entering the
world of British model railways.
Both brands promised new
locomotives and rolling stock,
to be produced in Hong Kong,
to a quality and livery level that
had not been seen in the UK
ready-to-run market ever before.
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Both companies certainly did
not fail when it came to fulfilling
their promises. Each model
produced by both brands had an
all-over spray finish and included
an extremely high degree of
printed livery detail produced
by a process called ‘Tampo
Printing’ in which minute detail
could be printed onto models
with truly amazing definition.
Well it was amazing to those
of us who had been used to
Hornby models not having an all-
over spray finish with the result
that our locomotive’s looked
exactly what they were, plastic.
In those days the application of
locomotive numbers and cabside
lining employed by Hornby
was either by a process called
‘hot foil’ or by transfers, which
looked a little crude compared
to the new printing and spray
mask decoration processes
employed by Airfix and Mainline.
Faced with such competition,
Hornby had to really ‘up their
game’ and consequently they
in turn started to all-over spray
their models as well as investing
heavily in ‘Tampo’ printing
machines, and because of the
THE EDITOR ASKS...
extra work needed to produce
their models, Hornby had to
increase their prices accordingly.
By the end of the 1970s, the
effect of the new electronic
games revolution, which by
then had started to dominate
the UK toy market, was being
felt by all the UK manufacturers
of toys and model trains. No
longer were train sets top of a
boy’s Christmas list, what he
wanted was the very latest in
electronic games. The world of
‘toy trains’ never really recovered
from this onslaught and by the
early 1980s both Airfix, by then
known as GMR (Great Model
Railways), and Mainline, ceased
production. Hornby continued
to produce model railways but
by that time their attention had
mainly switched to the much
wider and supposedly more
lucrative market of toys, aimed
initially at the girls market and
then later came ‘toys for boys’.
Time passed and although
the demand for ‘toy trains’ had
diminished dramatically the
interest in modelling railways had
grown and it was not long before
the tools once used to produce
Hornby’s Class 92 electric, the first of its models to be
made in China, and still an outstanding model today.
ISSUE 108 HORNBY COLLECTORS CLUB MAGAZINE
the GMR and the Mainline
models that had been left
languishing in China were once
again being utilised. By the mid-
to late-1980s these ‘relaunched’
models were being distributed in
the UK under the brand names
of Bachmann Branchline, Replica
Models and Dapol. At the same
time the Italian model railway
company, Lima, best known
in those days for their ill-fated
but limited ‘British ‘HO’ model
range, were also launching new
‘OO’ British outline products,
much to the delight of the UK
model railway enthusiast.
While all this was happening,
Hornby were still on the path of
producing toys for both sexes
while refusing to invest in Hornby
railways, with the result that little
by little, its range of locomotives
and rolling stock became dated
while the Chinese- and Italian-
produced newcomers continued
to develop their respective ranges
aimed squarely at the modeller.
During this period I was
the Marketing Manager at
Hornby and responsible for the
development and marketing
needs of Hornby Railways, with
13
 THE EDITOR ASKS...
the added challenge each year of
trying to produce – without any
new tooling investment – what I
hoped would be an ‘interesting’
range. Each year I would look
with a certain amount of envy,
mixed with trepidation at what
the other manufacturers were
promising, and wonder how long
I could continue trying to create
a range without any investment
in new models. Time after time
I would present the latest rival
to the Hornby Hobbies board of
directors and point out how their
models had a better level of detail,
had more accurate liveries and
were certainly better promoted
than any of the Hornby models.
When I expressed that perhaps
Hornby should look towards the
Far East for manufacturing in
order to compete with the other
brands, I was repeatedly informed
that to do this would ‘alienate’
the model railway enthusiast.
Gradually, I managed to
persuade those that made
the final decisions to have a
model designed at Hornby and
then tooled and produced in
China. The model chosen was
the Class 92, which appeared
in 1995, and was at that time
the finest model with regards
to detail and livery application
that had ever been produced by
14 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
Hornby. This led to even more
questions concerning Hornby
having further models produced
in China, and in an effort to have
an informed opinion, I decided
that I would pay for myself
and visit the manufacturer,
Sanda Kan in China, where the
Class 92 had been made. When
I visited their factory complex
I was simply amazed at the
expertise being used to produce
both model locomotives and
rolling stock, especially when
I compared their processes to
the production techniques used
back at Hornby. On my return I
advised the Hornby Marketing
Director that in my opinion
Hornby did not have the expertise
at Margate to produce models
to the same quality standard as
those from China and, unless
we switched production to
China, it was my belief that
Hornby products would become
so outdated that the factory
would eventually close.
As it happened the situation
quickly changed when a new
Chairman arrived at Hornby with
the sole aim of modernising
the company, which included
for Hornby to once again focus
on what it was famous for;
model railways and Scalextric.
It was also inevitable that part
of the modernisation process
would be to close the Margate
manufacturing operation and
move production completely
to China, which by the turn
of the new Millennium is
exactly what happened.
There is a common and
understandable perception that
the moving of any manufacturing
abroad, and especially to China,
is done purely as a cost saving
exercise. In many cases this is
more than likely correct, but
where Hornby was concerned,
this was not the ultimate goal.
True, labour costs in China at that
time were considerably lower
than they were in the UK, but that
was not the governing factor for
the move. The truth is that the
chosen Chinese manufacturer,
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Sanda Kan, had an inherent
willingness to produce top quality
model railway products. Sanda
Kan also had engineering teams
and line management that over
many years had evolved the
manufacturing of models to
such a high degree that it would
have been virtually impossible
to transfer such expertise to
the Margate operation, let
alone for Hornby to be able to
produce models at a price that
the consumer would be willing
to pay. So price was a factor,
but not the deciding factor.
Detail, decoration, prototype
accuracy and running qualities
all went into the actual price of
a Chinese manufactured model,
which in short meant that the
models manufactured probably
cost more than an equivalent
and less detailed UK produced
model. With such improvements
Hornby’s sales increased
dramatically, but as I said at the
beginning, nothing lasts forever.
Towards the end of the first
decade of the new Millennium
there were major financial
and social changes happening
in China. Firstly, the Chinese
government introduced a
minimum wage level. Secondly,
there were new factories
producing the latest and best
electronic gadgets and mobile
‘phones and these companies
were driving up wages and thus
attracting labour away from the
model railway manufacturers.
Thirdly, there was the inevitable
increased cost in raw materials,
ironically being created by
China’s insatiable need for
such resources to fuel its ever-
growing expansion and internal
commerce development. All
these factors, plus others, had
the inevitable result of increasing
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the cost of producing model
railways. There was never a
situation, certainly in the world of
model railway production, where
Chinese workers were ever paid
with a bowl of rice, in fact above
average labour pay and working
conditions had been a key
reason why Hornby had placed
their manufacturing business
with Sanda Kan. However, the
escalating costs appearing like a
perfect storm from all directions
were manifesting themselves in
double digit percentage point
increases each year, with the
inevitable results that the overall
price of Hornby products simply
became greater exponentially.
To try and keep price increases
to a minimum, Hornby have
over the years attempted several
cost saving exercises, one of
which was the ill-fated ‘Design
Clever’ period that only went
to prove that apart from a few
very exceptional situations, the
modeller was prepared to pay
for detail. Therefore, with the
increase in prices of Chinese-
produced product, plus delivery
problems, there has come on
a fairly regular basis calls that
manufacturing should be brought
back to the UK. A very simple
thing to say, but I believe even
at the prices that Hornby were
and are paying for goods from
China, it is currently not possible
to economically, commercially or
even practically, return production
to the UK. It is also my belief that
even if the finances were available
the expertise certainly is not.
Then we have those who
believe that manufacturing
should be transferred to other
Far Eastern countries that are
currently in the same economic
position as China was 30 or 40
years ago. I am not too sure
such countries exist, but if so
there are many factors that
have to be taken into account.
The first thing to consider is
the economics of moving, as it
costs a huge amount of money
to build and equip a factory.
Secondly, is there a dependable
workforce available? There
may be a surplus of labour, but
is it the right kind and in the
right place? Producing a model
locomotive does take a certain
amount of skill and dexterity,
which can of course be taught,
but those being trained must
have the right aptitude and skill
base. It is also interesting to
note that when manufacturing
was at its height at Hornby in
the 1970s, the Margate factory
tended to be fully staffed
during the winter months, but
come spring staffing levels
dropped when the workers
left to find work elsewhere,
either working in the numerous
hotels, guest houses or on the
beaches. When the seasonal
work finished in the autumn
the Margate factory suddenly
found that it was once again
fully staffed. Similarly, in a hot
country, for example like India,
would it be unreasonable for
the workers to find work outside
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE
Examples of models that used to be
produced in China when Hornby
still manufactured in Kent.
during the hot months rather
than inside a stuffy factory?
There has also been
talk of manufacturing in
Eastern Europe, but with the
development of the EU it is even
harder to think of a country
that can tick all the boxes
that China does, even taking
all the costs into account.
In short, I believe that currently
there is no financial or political
reason why the manufacturing
of model railways by Hornby will
leave China and return to the
UK. I am hard pressed to think of
a country other than China that
can provide the quality, reliability
and expertise necessary to feed
the demands required when
producing quality model railway
products – but remember I
did not say never or ever! Q
15
 FOCUS ON...
…THE PEPPERCORN ‘K1’
ollowing years of
F complaints about a shortage
of suitable models from
those who model the North Eastern
steam scene of the 1950s and ‘60s,
Hornby have a come up trumps
with a number of new models
of some of the less-glamorous
‘work-horse’ types from the region.
Hornby have produced
models of the principal express
Peppercorn ‘K1’ 2-6-0 No. 62021 at Alnwick with the Alnwick branch
service in April 1966. These locomotives were around until the end of
steam in the North Est. CHRIS DAVIES/RAIL PHOTOPRINTS
16 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
steam types for some time,
such as the Gresley ‘A4’ and ‘A3’,
and in more recent times have
added new-build ‘A1’ Tornado,
the ‘P2’ 2-8-2, the ‘L1’ 2-6-4T
and ‘B1’ 4-6-0. These have
recently been supplemented by
the ‘O1’ 2-8-0 and ‘J50’ 0-6-0T,
the latter released late last year
(see issue No. 107), and, as if
that wasn’t enough, we have the
forthcoming Raven ‘Q6’ 0-8-0,
a North-Eastern ‘classic’ goods
engine if ever there was one!
Perhaps the most sought
after locomotive from the
region though – for years
at the top of the wish list
polls – was the Thompson/
Peppercorn ‘K1’ 2-6-0 Class.
These prayers were answered
when Hornby released its
first version of the ‘K1’ early
last year, with new versions
released since and more to
come in the 2016 release list.
So what is it about the ‘K1’
‘Moguls’ that makes them
so popular with enthusiasts
and modellers? They were
after all a fairly modern
development, as far as British-
built steam locomotives go.
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The ‘K1’ class ‘Moguls’ were a
development of Gresley’s three-
cylinder ‘K3/K4’ class, initially by
Edward Thompson, Gresley’s
successor as Chief Mechanical
Engineer at the London &
North Eastern Railway (LNER).
Thompson re-built ‘K4’
No. 3445 MacCailin Mor
into the first of the ‘K1s’
in 1945, which became BR
No. 61997 and was subsequently
designated ‘K1/1’. Developed
by Thompson’s assistant and
(soon to be) successor as CME,
Arthur Peppercorn, 70 were
ordered from North British
in 1949/50, taking up the vacant
‘K1’ classification, previously
occupied by Gresley’s ‘H2/ after the formation of BR at
K1’ 2-6-0s dating back to to have a much greater reserve Nationalisation in January 1948.
Great Northern Railway days. three-cylinder arrangement and of power, although the 3,500 The most visible change was
Thompson preferred a simple planned to rebuild a number of gallon water tank would restrict that the running plate was cut
two-cylinder design to Gresley’s existing locomotive types in this range. Although a larger one could away in front of the cylinders
way, which he believed would be substituted, the increased to afford better access to the
save in maintenance and operating length of the locomotive steam chests. The firebox was
costs, whilst improvements would cause problems with fitted with a rocking grate and
in boiler, cylinder and other the standard 50ft turntables. hopper ashpan and larger 4,200
components would mean that As a result no further ‘K4s’ gallon tenders were introduced.
none of their performance would were rebuilt and the project It was initially planned to
be lost, thus improving efficiency. was officially cancelled in share the 70 new locomotives
No. 3445 was rebuilt using a February 1949. By that time an between the North Eastern and
shortened version of the ‘B1’ boiler order for 70 new production Eastern Regions, but they also
along with a new two-cylinder engines had been placed with found their way very quickly
arrangement. In January 1946 the North British Locomotive to the West Highland line and
coal consumption trials were Company with a number were frequently seen in the
made comparing the new ‘K1/1’ of modifications instigated Edinburgh area. They were an
to the ‘J39’ 0-6-0s pulling coal by Arthur Peppercorn, immediate success, finding
trains between New England who was by now CME. work on every type of traffic
(Peterborough) and Ferne Park Deliveries of the new ‘K1s’ took from lighter coal trains through
(London). The ‘K1/1’ was found place between 1949 and 1950 to express passenger work.
‘K1’ ‘Mogul’ No. 62004 at Darlington circa 1953.
RAIL PHOTOPRINTS COLLECTION
WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 17
 FOCUS ON...
The Eastern Region allocation
started to migrate in 1958 and
by 1961 there were only eight
left, based on March depot.
Withdrawals got underway
in 1962, although ‘K1s’
increasingly took over colliery
trains in the 1960s from older
‘J26/27/39’ 0-6-0 types as they
were stood down first. The
last of the ‘K1s’ was withdrawn
in 1967, the final year of steam
on the Eastern Region.
That one example, No. 62005,
survives today is largely down
to the fact that it continued
to serve after withdrawal
as an emergency boiler at
North Tees Port Clarence
Works until 1968 which gave
enthusiasts the time to save
it. It operated for six weeks
following a breakdown at the
plant and once repairs had been
administered, it was moved to
Preserved ‘K1’ 2-6-0 No. 62005, seen wearing non-authentic LNER lined Apple Green as No. 2005, passes Mallaig Junction
Yard as it leaves Fort William with the 11.10 service to Mallaig, on July 16, 1987. JOHN CHALCRAFT/RAIL PHOTOPRINTS
18 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
Neville Hill depot in Leeds for
storage whilst a decision was
made on whether to remove
its boiler as a spare for ‘K4’
No. 3442 The Great Marquess.
Inevitably this would have
meant the end of No. 62005,
so instead the 45428 Stanier
Class 5 Locomotive Society
stepped in and purchased
the locomotive to avoid the
possibility of it being scrapped.
They then later donated the
locomotive to the North Eastern
Locomotive Preservation Group
(NELPG) for restoration to
working order in its own right.
By 1975 the ‘K1’ had been
restored to main line running
order and appeared at the
Stockton & Darlington
Railway 150th Anniversary
celebrations that year. Since
then NELPG have consistently
made the locomotive available
for main line work when it is
not operating trains on the
North Yorkshire Moors Railway,
NELPG’s nominal ‘home’ railway. BR crests, just like No. 62064
It sees regular use on the Fort seen in the pictures here.
William-Mallaig ‘Jacobite’ trains
and has operated many tours
over former Highland Railway
metals and other outposts
North o’ the Border. The
locomotive spent much of its
early preservation days in LNER
Apple Green livery as No. 2005,
a scheme that isn’t authentic to
its 1949 BR build date, however
it was repainted into BR lined
black as No. 62005 in the
late 1990s and has more recently generator, rocking grate and
been given the name ‘Lord of
the Isles’ although it doesn’t
always carry the nameplates.
The Hornby model first
appeared as No. 62024 in lined
BR black with later crest on the
tender. Since then there have
been other variations with both
early and later BR crests, the
only authentic livery that these
post-1948 locomotives can
carry. The 2016 programme
of releases also promise
Nos. 62006 and 62065. Both
of these are set to appear in
September, with No. 62006
having early BR black livery with
the words BRITISH RAILWAYS
spelled out on its tender sides.
No. 62065 will have the later
The model features sprung
buffers, separately fitted handrails
and pipework, and there are
factory-fitted cab doors, a
fully painted backhead and In more appropriate guise, Peppercorn ‘K1’ No. 62005 climbs away from Glenfinnan with the ‘Jacobite’, from Fort William to Mallaig
cab interior, separately fitted on September 19, 2001. The locomotive occasionally carries ‘Lord of the Isles’ nameplates. BRIAN ROBBINS/RAIL PHOTOPRINTS
whistle and safety valves.
These locomotives were ashpan. On the model, you There is also a front coupling will be happy to see the growing planned model set in County
quite modern for their time will see the electric lamps on that is easily slotted into the number of such locomotives Durham or Northumberland,
having such mod-cons as the front and rear, below the NME socket behind the front appearing in the Hornby but don’t forget, these versatile
electric lighting, powered by separately fitted lamp brackets. buffer should you wish yours range. Now there is no excuse locomotives also plied their tried
an on-board Stone’s electric Inside the cab there is also a to pull trains tender-first. for not building that long- as far south as East Anglia too! Q
separately fitted fall plate to The tender coupled to
hopper ash pan and self-cleaning hide the gap between the loco the ‘K1’ is the LNER Group FACT PANEL
footplate and tender, and the cab Standard 4,200 gallon version
BR(NE) PEPPERCORN ‘K1’ 2-6-0
forward windows are glazed. and has a removable coal
BUILT: 1949-1950
The chassis incorporates fine, load so that you can add your TOTAL BUILT: 70
detailed valve gear, coupling and own ‘real’ coal if you prefer.
connecting rods, which have The introduction of this HORNBY MODELS AVAILABLE:
a slightly burnished finish. For model into the Hornby range R3242A: No. 62032 BR lined black, early crest
those who want to add some fills a much-needed gap. R3243B: No. 62064 BR lined black, late crest
extra detail, the box includes There are still many North-
DUE SEPTEMBER 2016
a pack with all of the brake Eastern locomotives that
*R3417: No. 62065 BR lined black, late crest
rodding, front steps, cylinder haven’t yet been modelled, but
*R3418: No. 62006 BR lined early black, no crest
drain cocks and vacuum and hopefully those who have been
steam heating pipes to add to complaining about a shortage DCC: Ready
the front and rear buffer beams. of suitable types for their region, RRP: £129.99/*£134.99
WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 19
 GETTING OUT
LINE TO
DISCOVERY
Perhaps more than any other preserved railway, the North Yorkshire
Moors Railway has the majority of its locomotives represented
in the Hornby ‘OO’ range, as PAUL APPLETON discovered.
uite simply, the North
Q Yorkshire Moors
Railway is Britain’s
number one preserved
railway. Based on passenger
numbers, no other railway
can touch it. With around
330,000 tickets sold annually,
it is 100,000 passengers
ahead of its nearest rival.
It is also one of Britain’s
most scenic lines, passing
through one of Britain’s premier
National Parks, as it wends its
way from the North Yorkshire
town through glaciated
valleys to Goathland – home
of the popular Heartbeat TV
series – and Grosmont, where
the NYMR meets Network
‘Q6’ No. 2238 on the NYMR on May 7, 1979. A brand new model of the ‘Q6’ is set to Rail’s Esk Valley line between
debut in the Hornby range shortly. HUGH BALLANTYNE/RAIL PHOTOPRINTS Middlesbrough and Whitby.
Thompson ‘B1’ class 4-6-0 No. 61264 leaves Goathland
with a Pickering-bound train. PHILIP BENHAM
20 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
As a passenger journey, few
are more spectacular than the
climb through Beck Hole; 3.5
miles of predominantly 1:49 as
trains heave their way out of
Grosmont tunnel, twisting their
way up towards Goathland.
Indeed, if you have ever stood on
the end of Goathland platform
watching a train arrive from the
north, you can see the gradient
falling away in dramatic fashion,
locomotives having to work ‘full
on’ to lift their trains into the
station right to the last moment.
George Stephenson was the
original engineer of the line and
even he thought the required
gradients were too steep for
normal adhesion working, so
his original route included a
rope-hauled incline to gain
the steepest part of the 530ft
climb from the floor of the
Esk Valley to Goathland.
The remainder of the 18-
mile route to Pickering then
WWW.HORNBY.COM
passes through one of the most
spectacular glacial valleys as
the line winds itself through
the deep gorge at Newton
Dale with its forested slopes,
and onward through open
moorland passing picturesque
hamlets until it reaches the
small market town of Pickering.
As if this wasn’t enough
of an attraction in its own
right, passengers have also
been able to travel an extra
six miles down the Esk
Valley to the coastal town of
Whitby since 2007 on regular
timetabled trains, the North
Yorkshire Moors Railway having
secured its own operating
licence along the section of
Network Rail-owned line.
This section criss-crosses the
River Esk, following it through
Sleights and Ruswarp until it
opens out into the tidal estuary
at Whitby, where passengers
can enjoy the ancient charms
of the old fishing port, its abbey
ruins and castle. Whitby is where
Captain James Cooke’s HMS
Discovery was built in 1774,
converted to a fully rigged ship
in 1775 for his third expedition to
the Pacific Ocean in 1776-1780.
Born in nearby Marton, Cooke
is commemorated in Whitby by
the Captain Cooke Memorial
Museum. A scaled down replica
of one of his other ships, HM
Bark Endeavour, is often berthed
on the quayside and offers trips
along the coast to Sandsend.
George Stephenson, the
acknowledged ‘Father of
Railways’ was born in 1781. His
and Cooke’s careers might have
overlapped had Cooke not been
killed during a skirmish with
native Hawaiians just two years
earlier. Stephenson is probably
Britain’s most celebrated civil
and mechanical engineer, who
along with his son Robert, had
a massive influence over railway
and locomotive development
in the early 19th century.
The system Stephenson
designed near Goathland
included a rope hauled
incline that was more than an
inconvenience when it came to
operating trains, what’s more,
the line either side of the incline
was only authorised for haulage
by horses until 1845, so it wasn’t
long before a new route was
surveyed and opened that could
be worked continuously by
ordinary steam locomotives.
WWW.HORNBY.COM
THE EDITOR ASKS...
‘A4’ 4-6-2 No. 60007 Sir Nigel Gresley stands alongside visiting three-cylinder BR ‘Pacific’ No. 71000
Duke of Gloucester – both are available from Hornby in model form. PHILIP BENHAM
By 1865 trains at last could
pass between Grosmont and
Goathland without the extra 20
minutes it took to navigate the
incline attached to a rope.
The result is a spectacular
and prolonged climb south
out of Grosmont as the line
follows the courses of the
Murk Esk and Eller Beck, which
are crossed no less than eight
times. But as breathtaking as
this may be for the fare-paying
passenger, it creates more than
its fair share of problems for the
railway, with so many bridges
to maintain and the toll it takes
on its fleet of locomotives.
In fact, having sufficient
serviceable locomotives in
itself is often something of a
challenge for Britain’s most
popular railway. It can usually No longer resident on the line, ex-GWR 0-6-2T No. 6619 climbs
muster enough to cover the spectacular 1:49 towards Goathland. PHILIP BENHAM
its timetabled services, but
since services were extended
to Whitby, where a new
dedicated platform has been
built to serve NYMR trains,
having to have main line
certified locomotives for this
‘main line’ section provides a
unique challenge that other
railways do not have to face.
At Grosmont, the junction
with the line to Battersby
(and Middlesbrough) has
been re-signalled, largely by
NYMR volunteers, including
commissioning of the former
Falsgrave (Scarborough) signal Arriving at Pickering under the impressive train shed is ‘K1’ 2-6-0 No. 62005.
gantry, which allows trains The ‘K1’ was added to the Hornby range during 2015. PHILIP BENHAM
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 21
 GETTING OUT
The NYMR is also a regular operator of preserved diesel locomotives. Here, visiting ‘Warship’ ex-War Department 2-10-0
class D821 Greyhound heads a mixed set of coaches during a diesel gala. A model of
Green-liveried BR standard 4-6-0 No. 75029 ‘The Green Knight’ arrives at
Pickering. The locomotive is currently stopped for repairs. PHILIP BENHAM
A classic combination at Levisham, NYMR, as visiting Gresley LNER ‘Pacific’ No. 4464
Bittern heads a set of beautifully restored Gresley teak carriages. PHILIP BENHAM
to and from Whitby to use
both platforms two and three,
allowing trains to cross there
and allowing an even greater
spread of trains to choose from.
Locomotives currently passed LNER ‘Q6’ 0-8-0 No. 63395,
for operation over Network
Rail include ex-LMS ‘Black
Five’ No. 45428 Eric Treacy,
BR ‘K1’ 2-6-0 No. 62005 and
BR standard ‘4MT’ 2-6-0
No. 76079, plus Class 25
D7628 ‘Sybilla’ and Class 31
No. 31128 diesels. Each has to
comply with Railway Group
Standards and be fitted with
radios (GSM-R) and have Train
22 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
the ‘Warship’ is currently on offer in the Hornby Railroad range. PHILIP BENHAM
Protection Warning (TPW).
The railway needs two such
locomotives to operate its
trains through to Whitby.
The railway also has ex-
Class 37 No. 37264 and ‘Deltic’
No. 55022 Royal Scots Grey,
supplemented by visiting
locomotives, including Class 26 viewing gallery. A longer
diesel No. 26038 Tom Clift,
available for services between
Pickering and Grosmont.
There is also a Class 101
Diesel Multiple Unit used for
off-peak services. The railway
also has a fleet of diesel
electric and diesel mechanical
shunters, including two of
the Class 08 0-6-0DE type.
There are a lot of other
locomotives on the railway
undergoing repair or overhauls. heavily on ‘hired’ locomotives
At advanced stages are ex-LMS
Stanier ‘Black 5’ No. 44806,
LNER-designed ‘B1’ 4-6-0
No. 61264, BR standard ‘4MT’
No. 80136 and ex-SR ‘West
Country’ 4-6-2 Hartland,
which are all expected
to join the operational
fleet before too long.
Indeed, many of these
locomotives are represented in
miniature form in the Hornby
range, including the line’s two
‘Black Fives’, ‘West Country’,
‘B1’, ‘K1’, Class 31 and 08 diesels, trains over the 17.5 mile
Class 101 DMU and the ‘Q6’,
which is about to debut in the
Hornby range. But that’s not
all, also undergoing overhaul
are ‘Schools’ class 4-4-0
No. 30926 Repton and
‘S15’ 4-6-0 No. 30825, both
former Southern Railway types
that are also represented in
the Hornby range. BR standard
‘4MT’ 4-6-0 No. 75029 The
Green Knight and LNER ‘A4’
No. 60007 Sir Nigel Gresley
are two other types that can be
seen in the Hornby portfolio,
that are undergoing overhaul,
with No. 60007’s taking place
away from the NYMR at the
National Railway Museum in
York, where progress can be
inspected from the workshop
term restoration from Barry
Scrapyard condition is that of
ex-GWR 2-8-0 No. 3814, again
a type to be seen in the Hornby
range (see table for full list).
Other locomotives awaiting
repair at the NYMR include
No. 3672 ‘Dame Vera Lynn’, BR
standard 2-6-4T No. 80135, and
two locomotives that once plied
their trade on the old Lambton
Colliery system, 0-6-2Ts
Nos. 5 and 29. Diesels too are
undergoing repair, with two
Class 24s and a further Class 101
DMU receiving heavy overhauls.
Four steam locomotives
and one diesel are required to
cover services at peak times so
realistically this means having
around eight operational
steam locomotives to allow for
boiler washouts and running
maintenance, so things can
get a little tight, hence a visit
to the railway will often yield
an unexpected visiting steam
locomotive at the front of the
train. Indeed, over the years,
the NYMR has relied quite
and this has given enthusiasts
a tremendous variety of
motive power to enjoy.
The Network Rail line to
Whitby is part of the original
NER route from Picton on
the Northallerton-Stockton
line, which was truncated at
Battersby Junction in 1954 and
now makes a ‘Y’ junction with
the line from Middlesbrough.
The NYMR, which is a Train
Operating Company (TOC)
in its own right, also operates
section between Battersby
and Grosmont on selected
dates and other special
The NYMR frequently features visiting
locomotives. Another produced in
model form by Hornby is ‘A1’ ‘Pacific’
No. 60163 Tornado, seen here leaving
Goathland. PHILIP BENHAM
WWW.HORNBY.COM
THE EDITOR ASKS...
occasions. Trains along this
section have to be carefully
worked around Northern Rail’s
timetabled services as trains
can only pass at Glaisdale.
Meanwhile, the NYMR is
the only heritage railway
operation operating over two
separate routes including track
owned by Network Rail.
To cover the railway’s
timetabled services, up to four
sets of carriages are required,
plus the dining train. A minimum
of two sets are needed for the
through trains to Whitby, which
are given special derogation
to operate along the six-mile
section as they are normally
limited to a 25mph speed limit,
the same as the NYMR itself.
Coaching stock is mainly
ex-BR Mk.Is, but the pride of SR ‘S15’ 4-6-0 No. 841 climbing towards Goathland, NYMR, on May 7, 1979. There are three
the line is the ex-LNER, mainly of this type of locomotive at the railway, but it is No. 30825 that is due to return shortly, the
teak, set fully restored and others stored in a dismantled state. HUGH BALLANTYNE/RAIL PHOTOPRINTS
cared for by the LNER Coach
Association. Sets normally and is now over 100 years old, appears to have a solid future timetable and information
operate as seven or eight having been built in 1909. ahead. If you want to find leaflet; North Yorkshire Moors
coach trains. Additionally, the The railway currently out more about the railway Railway, Pickering Station, Park
railway has a superb ‘Pullman’ employs around 100 staff and go to www.nymr.co.uk or Street, Pickering, YO18 7AJ.
dining train which operates has a further 30/40 seasonal contact the railway for a Tel: 01751 42508 Q
around 150 times per year, staff, plus between 300-400
bringing in valuable revenue of working volunteers. Already HORNBY NYMR LOCOMOTIVES
around £750,000 per annum, carrying more passengers, it is
Locomotive types that are based at the NYMR and
as well as giving passengers thought, than any other steam
also represented in the Hornby range;
a unique dining experience. heritage railway in the World, Q Ex-GWR ‘2884’ class 2-8-0 Q Ex-LNER ‘Q6’ 0-8-0
A 1948 Hawksworth saloon this is some achievement and Q Ex-SR ‘West Country 4-6-2 Q Ex-BR ‘4MT’ 4-6-0
and an older teak-bodied the railway is always on the Q Ex-SR ‘S15’ 4-6-0 Q Ex-BR Class 08
ex-Great Northern Railway look-out for new volunteers to Q Ex-SR ‘V’ 4-4-0 ‘Schools’ Q Ex-BR Class 25
saloon are also available for help keep the trains running. Q Ex-LMS ‘5MT’ 4-6-0 Q Ex-BR Class 31
private hire. Built as an invalid From humble beginnings Q Ex-LNER ‘B1’ 4-6-0 Q Ex-BR Class 37
Q Ex-LNER ‘K1’ 2-6-0 Q Ex-BR Class 55 ‘Deltic’
coach, the ‘GN Saloon’ was in 1967, the railway has come
Q Ex-LNER ‘A4’ 4-6-2 Q Ex-BR Class 101 DMU
one of Sir Nigel Gresley’s first a very long way since and
WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 23
 PHIL’S WORKBENCH

WRONG NAME OR NUMBER? NO PROBLEM!

RE-CREATE YOUR FAVOURITES
BY PHIL PARKER

The Modelmaster Jackson Evans kit contains a set of etched Each transfer number has to be cut out from the sheet with a sharp knife.
nameplates and waterslide transfers for the numbers. A set of Be careful not to trim any of the green background. Soak it in clean, slightly
etched shed plates is also available as a separate item. warm, water for a few minutes until the transfer can be moved
on the backing paper.

Former LMS ‘2P’ No. 40452 was the favourite engine

of a retiring railwayman but that specific number
wasn’t available in the Hornby range. An hour’s work
with some transfers was all it took to provide him
with a reminder of his days on the footplate.

ou’ve been waiting work through a class issuing a When a friend fancied adding Alternatively, just buy a

Y patiently for years for

Hornby to bring out the
exact loco number that was a
new number each year, you could
be waiting over half a century!
So why not do it yourself? It
No. 46109 Royal Engineer to
his collection, I ordered a kit
by telephone and it arrived the
sheet of digits and make the
number up on the model.
It’s not difficult if you are
Poke the number into position with a damp brush and then blot the excess
away with kitchen towel. Lining things up is easy, just make sure the green
is butted up to the orange line at the top and sides.
Carry the sheets with transfer to the loco and slide them apart on the body. Try
to avoid carrying the transfer on its own as they can curl back on themselves.
If this happens, drop it back in the water as it’s easier to unfurl while floating.

childhood favourite of yours,
the loco that was pilot at your
local station, or regularly took
the 8.15 local stopper past your
house. So, what can you do?
You could write to Hornby
requesting the company produce
it, and you wouldn’t be alone
– a huge chunk of the Hornby
postbag is filled with requests for
just this sort of thing. The trouble
is the number of possibilities is
huge and even if Hornby was to
SUPPLIERS:
Q Modelmaster Jackson Evans transfers - www.modelmasterdecals.com
Q Fox Transfers - www.fox-transfers.co.uk/
isn’t that difficult and if you are
lucky, can be quite straightforward.
For some classes, Modelmaster
Jackson Evans produce complete
kits where the original numbers
are simply covered up with a
coloured panel complete with
the power classification code
and cabside digits. Etched brass
nameplates are also provided,
an upgrade that many people
perform even if they don’t want to
change the identity of a model.
next day. He’s a quite serious
collector, so in addition to
changing the loco’s identity I
bought the correct Leeds shed
plate for the smokebox door.
These are tiny etched brass
parts and are sold in packs
of six. You could do several
of your fleet at the same
time in just a few minutes.
Sadly, the colour match to the
cabside isn’t perfect, but it is by
far the easiest method and a little
weathering would disguise this. If
you prefer, clear backed versions
are available but the old numbers
will need to be removed first.
patient enough to make
sure the numbers are in line.
Make a guide up as shown
in the photograph below
and keep looking along the
loco and you’ll be fine.
It’s much quicker than
waiting for the model to appear
in the shops anyway! Q
TOOLS:
Q Sharp knife
Q Small scissors
Q Clean ‘OO’ paint brush
Q Cotton buds The crests are separate items to be attached to the top of the
Q Kitchen roll plate. Below the plates, the old crests have to be overpainted. The etched nameplates are best attached with UHU. Pick up tiny amounts
Humbrol Acrylics are an excellent match for Hornby colours. on the end of a screwdriver. You could use superglue but it doesn’t allow
Q Clear plastic
time to perfect the plate’s position.

Lining cabside numbers up can be a trial. A guide cut from clear plastic is The cabside and repainted splashers were sprayed with satin varnish
a great help with this. Once the numbers are on, turn the model upside to reduce the effect of any imperfect colour matches. If everything has
down, it’s amazing how this makes spotting wonky digits easier. the same sheen, the eye doesn’t notice the colours quite so much.

Not every engine can be renumbered using a kit. If you have to use individual
digits or a clear background number, the old one has to be removed first. Dip
a cotton bud in car paint colour restorer and scratch remover, such as T-cut, The smokebox numberplate transfer had to be trimmed slightly
then gently rub the numbers away. The bodyside will be left shiny so after the to fit perfectly. Below it, an etched 20A shedplate for Leeds
new numbers are installed, the area will need a spray of matt or satin varnish. (Holbeck) is stuck over the Hornby version with UHU.

24 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 25

FOLLOWING
THE FLAGMAN
No. 30084 moves cautiously along the
Dover Harbour Railway with flagman
Mr. Horton keeping a careful lookout.
DOVER’S SEAFRONT RAILWAY
Hornby researcher, PAUL ISLES, looks back at the history of
this busy stretch of industrial railway, as well as the trials and
tribulations inherent in operating across public byways.
n 1918, nine years after
I completion of the National
Harbour of Refuge at Dover,
in Kent, the Admiralty issued
a requirement for a standard
gauge railway to convey
defence materials and other
equipment from the harbour’s
western side, to the Admiralty
dockyard on the eastern side.
The contract was awarded
to S. Pearson & Son, the same
company that had constructed
the spur line to carry building
materials from Martin Mill, to the
block making yard by the eastern
arm of the harbour. Pearson’s
had originally surveyed a route
along the seafront in 1914, at
26 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
the outbreak of war, for the
Admiralty and on February 7, 1918
they finally requested that the
survey be forwarded to them, as
they proposed to build the line.
Pearson forwarded the survey
plans on February 12, with a letter
stating that the company was in
possession of enough permanent
way materials to begin work
immediately, these being at the
blockyard, London’s Royal Albert
Dock and “on top of the cliff”.
The contract was awarded on
March 28, 1918 “to be carried
out as quickly as possible”, at
the rate of “cost, plus 5%” and
commenced on April 8. The
vague statement that material
could be sourced from “on
top of the cliff” infers that the
Martin Mill railway was disused
at that point and that it was
from here that Pearson’s were
intending to reuse track, but
this cannot be certain as the
ownership lay in several hands.
The track was ready for testing
by June 17, 1918 and was
completed just a month later.
Running the full length of the
promenade, from the Prince
of Wales Pier to the eastern
arm of the harbour, the line
was a single track with passing
loops and catch points, but
no signalling. The connection
to the mainline, via the Strond
Street crossing, was under the
control of the South Eastern &
Chatham Railway and was initially
made by back-shunting onto
the Prince of Wales Pier, before
switching to the Dover Harbour
Station sidings. It was only much
later, in 1951, that a curve was
added to make the shunt easier,
following the demolition of
the Esplanade Hotel in 1950.
To begin with, the track was
laid on sleepers on top of the
road and was unfenced, but
following an accident shortly after
its opening, the Admiralty decided
to erect a strand wire fence on
the shore side of the railway to
separate the track from the public.
The influence of the Admiralty in
Dover waned following the end of
the First World War, but not before
its shipbreaking operation was
established at the dockyard and
WWW.HORNBY.COM
Despite all our precautions,
people would dodge out under
the railings just as a train was
passing and sometimes we
had to wait for three-quarters
of an hour for the return of car
drivers who had gone into town
shopping. We were not allowed
to remove the vehicles and the
Police would not do so, as they
weren’t illegally parked.
WALTER STANLEY, FLAGMAN-SIGNALMAN
in the Camber, creating a large
amount of traffic for the railway.
The early 1920s proved to be
a time of great change for Dover
seafront, shaping the character
of the railway in the process. Acts
of Parliament in 1919 and 1923
led to the Admiralty handing
control of harbour infrastructure
to the Dover Harbour Board,
while in 1920 the Stanlee
Shipbreaking & Salvage Co.
took over from the Admiralty as
the commercial shipbreaking
concern. Another firm, the
Dover Shipbreaking Co. Ltd, was
established in 1922, though it
struggled to establish itself and
was sold to Stanlee in 1925.
Of greater consequence for
the future, in 1921 David Lloyd
George’s government decided
that it would be in the nation’s
best interest to group many of the
country’s 120 railway companies
into four main rail companies;
the Southern Railway (SR), Great
Western Railway (GWR), London
Midland Scottish (LMS) and the
London North Eastern Railway
(LNER). Intended to stem the
wholesale losses being made
and to move the railways away
from internal competition,
the Act retained some of the
benefits which the country had
derived from a State controlled
system during the war, while still
maintaining private investment.
The Act was passed in
August 1921, coming into
effect on January 1, 1923
and almost immediately, the
Southern Railway entered into
a commercial partnership with
DHB to develop the seafront
line. The subsequent period of
WWW.HORNBY.COM
seafront development gave rise
to the seafront line’s defining
characteristic as, in May 1924,
the wire fence was removed, the
sleepers covered over and the
gap between the rails filled in,
enabling road vehicles to use the
whole width of the seafront road.
Through a quirk of the law
relating to the Highways and
Locomotives (Amendment) Act
of 1878, there was a requirement
for a man carrying a red flag to
walk in front of ‘road vehicles
hauling multiple wagons’,
leading to the slightly bizarre
sight of a Flagman leading a
small steam locomotive, with
upwards of thirty wagons,
becoming a regular scene on
Dover’s seafront. There were
two flagmen on each train;
one walked in front of the
locomotive with the red flag,
placing flagged baulks of timber
on the road side of the tracks
opposite the pedestrian gaps in
the railings, while his colleague
bought up the rear of the train,
removing the flags from the
timbers and pushing them to the
side of the road. This was also
done at each set of points along
the route, the most tiresome
place for the flagmen being the
Wellington Dock swingbridge,
where there were two sets of
points as well as 8ft-10ft lengths
of thick rope that were placed
in the gaps beside the rails to
smooth transit over the joins
for cyclists and vehicles. The
flagmen perfected a technique
of flicking the ropes out of
the gap, but during the winter
months, when iced up, they
would have to laboriously chip
them out by hand, or attach a
line between the locomotive
and the rope to haul them out.
An unidentified ‘P’ Class 0-6-0T makes its way along Dover seafront.
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE
The development of the Kent
coalfield meant that the export
of coal from Dover became an
attractive commercial prospect
and in 1932, the Southern Railway
built a large coal installation in
the old dockyard, with extensive
sidings and a coal hopper
that used a conveyor belt
system to tip wagons into the
waiting ships. Its plan, backed
by a Bill of Parliament, was to
transport 800,000 tons of coal
per year, running trains of up to 40
wagons during the day along
the seafront line. These trains
commenced on April 15, 1932 and
the public outcry was immediate.
Coal dust, especially on windy
days, soon covered everything
and the residents of East Cliff and
the seafront properties petitioned
Parliament in an attempt to
stop the train movements.
The Dover Borough Council,
Dover Corporation, Dover
Chamber of Commerce and
Dover Harbour Board joined
with the residents in trying to
Plan of Dover Harbour Railways.
27

LSWR ‘B4’ 0-4-0T No. 30084 comes along the promenmade at Dover with a single
wagon bound for the Western Docks on July 3, 1956. RAIL ARCHIVE STEPHENSON
Drewry 0-6-0DM No. 11220 shunting at Dover on April 20, 1960.
agree an amicable solution to the
problem, presenting a petition
signed by 17,000 residents, but the
Southern Railway was sticking to
its guns, even as the matter was
discussed before a Commons
committee on April 19, 1932.
The Harbour Board even went
as far as proposing a tunnelling
project, providing a branch line
from Kearsney to the Eastern Arm,
pledging £40,000 (£2,364,444
at today’s rate) which was
backed by a pledge of £20,000
Ex-LSWR ‘B4’ 0-4-0T No. 30084 with Esso tanker train.
28 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
from the Dover Corporation.
Relief for the seafront came
on June 16, 1932 as the Bill
reached the Lords, when a clause
restricting traffic to 50,000
tons per year was inserted, but
by now the coal traffic was
declining in favour of fuel oil.
By the late 1930s, as Hitler’s
National Socialist Party rearmed
and reindustrialised Germany,
the Admiralty drew up plans to
take over its former dockyard
and at the outbreak of war on
September 3, 1939, control of
the seafront line again came
under its control, with the
transportation of munitions and
construction materials increasing.
Post-war it was oil fuel, rather
than coal, that was transported by
rail from Dover’s Eastern Docks
(as the dockyard had become
in 1948) and as Esso rebuilt and
extended its oil storage depot into
an installation that had a storage
capacity of 1¼ million gallons,
the future looked good for the
line. Esso had the intention of
distributing oil throughout East
Kent via rail, but by the late 1950s
new refineries at Purfleet, Fawley
and the Isle of Grain were
supplying Dover Bulk Plant directly
by road and sea and the train
length fell to just a few wagons.
General freight and scrap
material had increased post-
war, as Dover Industries Ltd (the
successor to Stanlee) broke down
war time armaments and general
scrap, including locomotives
from Ashford Works, but Dover
Harbour Board’s expansion
plans and new passenger berths
encroached upon the available
development. Traffic from the
Eastern Docks gradually petered
out until, finally, the line became
redundant at the end of 1964.
The sharp curves of Dover
docks’ tramway type lines became
synonymous with operation by
Wainwright’s ‘P’ Class 0-6-0
locomotives, which were ideally
suited to harbour operations. In
later years they were joined at
Dover Marine shed by the Adams
‘B4’ 0-4-0 dock tanks, with both
types subsequently being replaced
by a 0-6-0 Drewry 204hp
diesel mechanical shunter, but
CLUB
THE EDITOR
COMPETITION
ASKS...
it is the ‘P’ Class for which the
line is best remembered. Of
the eight ‘P’ Class locomotives
built, seven were allocated to
Dover shed at some point, as
prior to the Second World War
YOU COULD BE THE WINNER
OF A HORNBY ‘FLYING
they were the only locomotive
type to work the seafront line.
Typically, three locomotives
were allocated to Dover at any
one time, their duties including
shunting the Town Yard, the
Ferry Dock, the Admiralty Dock
and pilot and coaling stage
SCOTSMAN’ TRAIN SET!
duties, in addition to their
seafront duty. As traffic on this
line increased and train lengths
became greater, the diminutive
‘P’ Class 0-6-0Ts approached the
limit of their haulage capacity.
An Adams ‘B4’, No.30084, was
introduced for comparative
trials on October 14, 1951
and it was found that it could
handle an extra eight loaded
wagons, resulting in the ‘P’
Class being relegated to relief
duties. On September 23, 1957
steam was replaced by diesel,
when Drewry 0-6-0 No.11220
began regular operations on
the seafront line, although
the final Dover based ‘P’
Class locomotive, No.31027,
survived until March 1961.
For your chance to win this fantastic
The end for Dover’s seafront
railway came with the final prize, just answer this question:
working on December 31, 1964,
when Driver Ron Rouse took What date did No. 60103 Flying Scotsman make its official
the Drewry, now numbered
D2250, into the Western Docks
main line return in BR Brunswick Green livery?
for the last time. Eventually the
tracks were infilled with tarmac a: 25th February 2016
along the seafront and all that
now remains is a short section b: 28th February 2016
of track along the harbour’s
Eastern Arm, where the coaling c: 25th March 2016
stage was once located. Q
d: 25th February 2015
Please send all entries to; Hornby Issue 108 Competition, Hornby Hobbies Ltd, 3rd Floor, The Gateway,
Innovation Way, Discovery Park, Sandwich, Kent CT13 9FF or e-mail them in to club@hornby.co.uk – send
your answer of either a, b, c or d and include your name, address and membership number.
Closing date for all entries is 31st August 2016
YOU HAVE TO BE IN IT TO WIN IT!
WHO KNOWS...YOU COULD BE THE LUCKY WINNER!
RULES OF ENTRY
1 The winner of the competition will be picked at random from all
entries received by the closing date of 31st August 2016.
SPRING ISSUE
2
3
The competition is limited to one entry per current member of the Hornby Hobbies Club.
The results of the competition will be announced in Issue 109 of the Hornby Collectors’
COMPETITION WINNER
magazine and the winner will be notified by post on the release of the product.
The winner of the Eurostar Train Set in Issue No. 107
4 The competition is not open to employees of Hornby Hobbies Ltd., their agents or families. is Sidney Greenstreet from Worcestershire.
5 No correspondence to be entered into in conjunction with the competition. CONGRATULATIONS SIDNEY!
6 The Hornby Collectors’ Club accepts no responsibility for entries
The correct answer to the
lost in the post or damaged or defaced in any way.
7 No cash equivalent is available. The judges’ decision is final.
competition was b. 300kph
WWW.HORNBY.COM WWW.HORNBY.COM 107 HORNBY COLLECTORS’ CLUB MAGAZINE
ISSUE 108 29
 RECOMMEND
A FRIEND

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Please complete the form to refer a friend and you could win a mystery prize!
Name of friend:
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Friend’s post code:
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If we see that your friend has signed up to the specified club then we will send you your mystery prize!
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30 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 31
 ‘QUEEN OF SCOTS’
Following the outstanding
success of ‘The Southern Belle’ on
the Brighton line, the first luxury
all-Pullman train appeared on
the London and North Eastern
The release of Hornby’s ‘Queen of Scots’ trainpack, set regular Club have ever travelled on a Pullman Railway in 1923. Although at
train. This royal title instilled a the time it was known as ‘The
Magazine contributor, IAN LAMB, into nostalgia mode as he recalled sense of pride among the staff Harrogate Pullman’, it ran further
fond memories of the prestigious express train North o’ the Border attired in their blue and white north, calling additionally at Ripon,
tunics serving in immaculate Darlington, and then terminating
leek, swift and coaches are the exception, In looking at my Ian Allan chocolate and cream coaches . at Newcastle. It proved so popular

“S handsome; the
aristocrat of LNER’s
regular East Coast service” was
how that great railway author,
O.S. Nock, described ‘The
Queen of Scots’ as it thundered
along the rugged coastline
just North of the Border.
Generally speaking, most
collectors focus on locomotives
rather than coaches, but Pullman
and for the Scottish link that
meant the ’Queen of Scots’.
As a youngster growing up in
Edinburgh, almost religiously
around 8.00pm I would cycle
the short distance from my
home to Saughton Junction
to see what engine had been
allocated to the ‘Pullman’
and watch in awe as this
magnificent train steamed past.
ABC of the period I note that
out of 198 Pullman Cars, 45 are
underlined – including Agatha -
which I assume were all seen on
the ‘Queen of Scots’ at some time
or other. In the late 1950s my
father took me on a day-return
trip to Newcastle, but the main
attraction was the return journey
on ‘The Queen of Scots’ as far as
Edinburgh, the only time that I
Regular motive power was
usually Classes ‘A1’, ‘A2’, ‘A3’ and
‘A4’, provided from Haymarket,
Heaton, Neville Hill and Copley
Hill sheds for this 451 mile
run. Invariably it was an ‘A3’ –
No. 60037 Hyperion sticks in
my mind – however I seem to
recall that a ‘B1’ occasionally
headed the train, but I can’t
be certain from memory.
that after a few years the run
was extended into Scotland, to
Edinburgh and westwards over
the old North British route to
Glasgow. In May 1928, a new
train of seven all-steel Pullman
coaches was inaugurated under
the name ‘Queen of Scots’.
Apart from a break in service
during the Second World War, The impressive sight of an ‘A4’ at the head of the ‘Queen of Scots’, as Gresley ‘Pacific’ No. 60011 Empire of
‘The Queen of Scots’ made India races south of Dunbar in the Scottish Borders on the East Coast Main Line. COLOUR-RAIL

‘A1’ class 4-6-2 No. 60133 Pommern passes Tuxford Junction with the Up ‘Queen of
Scots’ on August 10, 1957. NORMAN PREEDY ARCHIVE/RAIL PHOTOPRINTS

one daily run in each direction up to its King’s Cross-bound

between London and Glasgow,
and was much appreciated as
an intermediate and fast service
from Leeds and Newcastle
to Edinburgh and Glasgow.
The service ended in 1964.
So much for nostalgia, but
what was it like to actually be
on the train. For a start there
was a supplement to pay (even
allowing for the privilege of
having a normal rail ticket
through being the son of a
railwayman) in being allowed
to savour the ambience of
such magnificent surroundings.
However, as a ‘train spotter’
in the 1950s, it was more
important to experience what
was happening up front.
The confined space of
Glasgow Queen Street was dull
and gloomy as Haymarket’s
Resplendent in its new green livery, ‘A1’ ‘Pacific’ No. 60162 Saint
Johnstoun stands at Edinburgh Waverley with the Up ‘Queen of gleaming ‘Pacific’ No. 60094
Scots’ in September 1951. RAIL PHOTOPRINTS COLLECTION Colorado gently buffered
train. As would be expected
of a 64B (shed) engine, the
footplate of this former LNER
‘A3’ was all clean and tidy, but
with the 1:42 gradient through
Cowlairs Tunnel facing the
train there was a feeling that
the fire was on the light side.
Of course, this was deliberate,
as fireman, Jimmie Broadfoot,
of Haymarket depot explained.
All trains are banked as far as
Cowlairs with an engine on
the rear, consequently smoke
was kept to a minimum in the
tunnel out of consideration to
the loco crew on the ‘banker’.
Also, a big fire would result in
steam being wasted blowing-
off at the safety valves.
Driver Bell gave his engine a
final check-over and, on settling
into his seat, received the guard’s
signal. He gave a blast on the
whistle, opened the regulator

32 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 33

The ‘Across the Border’ sign at Marshall Meadow on the East Coast
Main Line, marking the point where Scotland meets England.
and this London-bound train
was on its way. A near slip
inside the tunnel was quickly
checked by closing the regulator.
Then, carefully re-opening
the regulator, driver Bell got
Colorado working steadily and
soon the train emerged from the
darkness of the Cowlairs bore.
Steam pressure had improved
from 180lb at the start, to 210lb
per sq. in. on passing Eastfield
MPD. By Bishopbriggs speed
was rising at a steady pace,
with the engine working
easily at 25 per cent cut-off
Hornby’s ‘Queen of Scots’ trainpack includes LNER Garter Blue ‘A4’
4-6-2 No. 4500 Garganey and three Pullman cars from the 1930s.
EAST COAST CARRIAGE WORKINGS SUMMER 1958
THE QUEEN OF SCOTS
PULLMAN
King’s Cross - Leeds Central
- 2nd Kitchen, 1st Kitchen
King’s Cross - Glasgow Queen St -
2nd Brake, 2nd Kitchen, 2nd Parlour,
1st Parlour, 1st Parlour, 1st Kitchen,
2nd Parlour, 2nd Kitchen, 2nd Brake.
3rd class cars were numbered
67-80, of which 77-80 were
the Brakes, and 1st class cars
named Nilar, Belinda, Sheila,
Thelma, Phyllis, Agatha,
Penelope, Ursula and Lucille.
See The History of British Railway
Carriages 1900-1953 by David
Jenkinson, (Pendragon 1996),
34 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
on a half-open regulator. The
rhythmic click of the wheels on
the rail joints became audible,
a sound not always noticed
when on a locomotive.
Lenzie was reached in under
nine minutes before approaching
a 45mph speed restriction at
Gartshore, then on through Croy.
Near to Dullatur an ‘A4’ raced
past with its train en-route to
Glasgow. Castlecary was passed
at over 60mph, with No. 60094
swaying a little, but giving the
impression that much higher
speeds were well within its power.
p504 for full details of the names/
numbers and formation of the
two 1928 ‘Queen of Scots’ sets.
Set 1 (No. 1 Train) Cars 77, 71,
73, Thelma, Sheila, 76, 70, 78
Set 2 (No. 2 Train) Cars 79, 67,
75, Phyllis, Agatha, 74, 69, 80.
Clearly the composition
would change over time as,
presumably, there were ‘spares’
since not all numbered or named
cars appear in the above.
Due thanks are recorded to
the Model Rail Forum for much
of the coach information.
Every so often, Jimmie Broadfoot
would hose down the cab floor,
to avoid coal dust swirling around.
The efficiency of the footplate
crew made the job look easy, and
the remainder of the journey to
the Waverley was uneventful from
an operating point of view. To
all intents and purposes the train
‘coasted’ through Winchburgh
and Bathgate Junctions. Jimmie
eased up on the shovel when
coming out of the Ratho curve
onto the almost four miles
‘dead straight’ to Haymarket
Junction. Saughton’s upper
quadrant ‘home’ signal guarding
the junction was ‘all clear’ so
Colorado had no hesitation
in rushing past my favourite
‘train-spotting’ location on the
wall beneath the footbridge,
enveloping the signal box and
the quadruple track in a pall
of smoke while this express
disappeared into the distance.
Slowing down through Princes
Street Gardens before crawling
out of the Mound Tunnel soon
brought this first part of the loco’s
operation to an end as No. 60094
came to a stand in Waverley
Station. The ‘A3’ and its cheery
crew were quickly disconnected
from the coaches and transferred
to the slip road to be cleared for
servicing at Haymarket depot.
In its place was not the hoped
for ‘A4’, but a much newer Class
‘A2’, No. 60534 Irish Elegance,
again a 64B-based locomotive.
On board was driver Jim Paterson
ably assisted by fireman Owen
Hand, both from Haymarket MPD.
The engine was obviously newly
cleaned, its smart appearance
being a credit to the depot’s
cleaning staff. All was spick and
span on the footplate as well,
and once again a light fire was
noticed, and the boiler three-
quarters full of water. There were
several speed restrictions on
leaving Waverley and evidently
the fireman did not intend to
waste any steam ‘blowing-off’,
or shovel unnecessary coal.
Soon Irish Elegance got
moving towards Calton Tunnel
mouth for the descent down
Abbeyhill and past St. Margaret’s
depot. A suspicion of a slip
near the entrance to the tunnel
was corrected and the cut-off
quickly reduced to 35 per cent.
By the time Joppa was reached,
speed was up to 45mph, with
the exhaust inaudible from the
cab, as No. 60534 accelerated
with no apparent effort.
Meanwhile, by short spells of
firing at regular intervals, Owen
had been slowly building up the
fire for the harder work ahead.
The water in the boiler was kept
at a safe level throughout and
there was always ample steam
for the work in hand. Both driver
and fireman (the latter who
was qualified to drive) showed
a high degree of efficiency and
an intelligent understanding
of their respective jobs.
A permanent way slack was
taken at the appropriate 20mph,
and by Monktonhall Junction
the train was up again at 50mph.
Irish Elegance moved like a
champion, steadily accelerating
on a cut-off of no more than 15
per cent, racing through Drem
at 60mph. Another ‘slack’ at East
Fortune and then, on an 18 per
cent cut-off approaching East
Linton, speeds reached 65mph
before easing the regulator for
the severe Dunbar curve.
From this point there is a stiff
twelve miles climb, resulting
in Owen firing heavier than
ever, with No. 60534 more
than equal to the task. The
exhaust was clearly audible
as the train wound its way
up the heavy Cockburnspath
gradient, known to enginemen
In original condition ‘A1’ ‘Pacific’
(later ‘A3’) No. 2566 (BR No. 60067)
Ladas, thought to be leaving
Edinburgh (near Portobello) with the
Up ‘Queen of Scots’, circa 1935.
RAIL PHOTOPRINTS COLLECTION
WWW.HORNBY.COM
as the ‘Path’. Additionally,
a fierce, bitterly cold wind
coming off the Lammermuir
Hills was making things
uncomfortable on the footplate.
Maximum speed on the climb
was 55mph, falling to 30 before
dashing into the blackness of
Penmanshiel tunnel. Over the
summit at Grantshouse, and on
the easy going beyond, speed
rose steadily to reach 65mph
at Reston. Further on, 70mph
was reached, and no doubt
further high speeds would be
achieved ‘over the Border’, but
for this recording Irish Elegance
and its Pullman train headed
on to Newcastle and Leeds
for engine changes before
arriving at King’s Cross. No
doubt the passengers were
unaware that their train required Now preserved, one of the former ‘Queen of Scots’ Pullman cars, No. 79, is seen behind
four locomotive changes! the very first BR ‘standard’ locomotive, No. 70000 Britannia, at the North Yorkshire Moors
Railway, where it regularly forms part of the line’s prestigious dining train. PHILIP BENHAM
This train pack recreates the
magic and romance of the
Golden Age of British steam that has always thrilled even the so a compromise is likely to losing too much authenticity
travel, now sadly little more most seasoned long-distance be necessary to achieve the and so make up a reasonable
than a memory for those traveller. The ‘Garter Blue’ livery desired atmosphere, short of a representation. To that end
passengers who embarked on of the engine echoes the serene permanent life solely displayed the following references are
the legendary journey. Hornby blues of sea and sky, the sepia on a shelf. Actual stock used worth considering. The buffet
has tried hard to match up to colours of the earth blend was complex, but with a bit car locations were arranged
the great railway author – O S superbly with the chocolate- of ingenuity and allowing a so that the kitchen end of the
Nock’s – impression of this train and-cream of the coaches”. balance of First and Third class vehicle was in the middle of the
by “eloquently conveying the This premier train is far cars means that the formation pair of cars it served to aid the
sense of mystery and adventure too long for most layouts, can be shortened without efficiency of the table service. Q
WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS CLUB MAGAZINE 35
 No. 488 – A SURVIVOR’S STORY
As Hornby’s brand new model of the Adams Radial is released, Hornby
Researcher, PAUL ISLES, looks back over the remarkable working life of
an engine that witnessed the rise and fall of Britain’s railway network
hile the survival of a
W steam locomotive
into preservation
or as a museum exhibit is not,
in itself, a unique story, the
manner by which locomotive
No. 488 has survived owes a lot
to a combination of luck and
necessity. Built in the heyday of
the British Empire and the reign
of Queen Victoria, William Adams’
‘415’ class ‘Radial’ now resides at
the Bluebell Railway in Sussex,
the last survivor of its class.
Its history is long and complex:
the London & South Western
Railway (L&SWR) was one of the
first railways in the country to
develop suburban routes and as
such, was instrumental in altering
where people lived, in relation to
where they worked. To service
this new and rapidly expanding
commuter traffic, the L&SWR
needed the right type of engines
and while, in 1881, the company
thought that it had achieved this,
Adams ‘Radial’ No. 488 when it was with the East Kent Railway as its No. 5. Seen at
Shepherdswell on June 20, 1936. J.M. JARVIS/ON-LINE TRANSPORT ARCHIVE/RAS
36 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
it very soon became apparent
that the increase in traffic was
beyond the capabilities of its
existing motive power stock.
Of all
Of a British tank locomotives,
the 4-4-2
4- type was probably the
most elegant, for it belonged
to the era when mechanical
engineers not only attempted to
design locomotives capable of
mastering their daily chores,
es, but
but
also pleased the eye.
D.L BRADLEY
The Locomotive Superintendent
at this juncture was William Adams
and his short term proposal to
rectify the engine deficit involved
the building of 30 passenger
tank locomotives, along with 24
goods locomotives. The L&SWR
Locomotive Committee accepted
Adams’ report, but reduced the
requirement to twelve engines
of each type, the contract being
awarded to Beyer Peacock & Co.
at a cost of £2,350 per locomotive
(£113,528.50 in today’s money).
The design, known as the
‘415 class’, was an evolution of
Adams’ ‘46’ class locomotives,
with a radial truck supporting an
enlarged bunker, a 680 gallon
well tank supplementing the
two, shortened, 160 gallon side
tanks, smaller cylinders and a
larger firebox, with increased
grate area. The class became an
instant success and further orders
were placed, with 71 locomotives
eventually entering traffic, being
built by R. Stephenson & Co,
Dübs & Co and Neilson & Co,
in addition to Beyer Peacock.
Research any information on
William Adams’ ‘415’ class engines
and it won’t take long before you
encounter the word ‘elegant’. The
proportions of the locomotive
are pleasing to the eye, with the
cab sitting centrally above the
reduced length side tanks and
coal bunker, the boiler sitting
WWW.HORNBY.COM
back from the front beam and
the ‘stovepipe’ chimney adding
balance to the large, squat boiler
dome. Of course, the livery of
the period would have helped as
well, being variously described as
‘light’, ‘pea’, ‘grass’ or ‘moderate
olive’ green, with white edged,
black lining on the cab front and
sides, splasher sides, tank sides,
tool boxes and cylinder clothing.
Add to this the care and attention
lavished upon the engines by their
crews and ‘elegant’ does, indeed,
seem to be the right description.
Emerging from Neilson
& Co.’s Glasgow works in
March 1885 with the Works
No. 3209, locomotive No. 488
was initially allocated to Windsor
Shed, along with Nos. 492
and 494 and was put to work
on the Windsor-Waterloo
suburban routes. Dugald As BR No. 30583, the now-preserved Adams ‘Radial’ is seen at Combpyne, the only intermediate
Drummond was now the LSWR’s
Locomotive Superintendent
station on the Lyme Regis branch, on the 12:33 from Axminster on 24 August, 1959.
and by 1903/4, the arrival of Having moved to Exeter in 1895,
Adams ‘T1’ and Drummond followed by spells at Bournemouth
‘M7’ 0-4-4T locomotives on and Eastleigh, this could have
the suburban routes had largely been the swansong for No. 488.
displaced the ‘415’ class to The Adams distinctive ‘stovepipe’
outlying country depots. chimney was replaced by one of
This view taken in 1953, shows No. 30583 on the occasion of an Ian Allan
railtour from Waterloo to Exeter and return. The locomotive was by now
something of a celebrity and in demand for such special excursions.
Soon after arriving at the Bluebell Railway, No. 488/30583 is seen at
Sheffield Park in August 1961. The locomotive operated for a period in
BR black before being repainted as L&SWR No. 488. RON FISHER
WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 37
 An excellent colour profile showing No. 30583 on an Axminster train at Lyme Regis. COLOUR-RAIL
the Drummond lipped pattern
variety in 1903, just as the class
was being placed on the duplicate
list, and bunker coal rails were
also fitted. It was to be another
eleven years before No. 488 was
renumbered to 0488 in 1914 and
by then the LSWR had a large
surplus of locomotives, as well
as a new Locomotive Engineer
in the guise of Robert Urie.
In December 1913, Urie had
decided to dispense with a number
of the ‘415’ class, ahead of the
electrification upgrades, selecting
those in the worst condition to be
set aside. No. 0488 was among
the first batch of eight locomotives
to be laid up at Eastleigh from
June 1914, but with the outbreak
of war in August, Urie’s order was
rescinded. No. 0488, being in
need of major overhaul, wasn’t
On October 1, 1958, Adams ‘Radial’
4-4-2T No. 30583 stands at Lyme Regis
after arrival with a service from Axminster.
DAVE COBBE/RAIL PHOTOPRINTS
38 HORNBY COLLECTORS CLUB MAGAZINE ISSUE 108
restored to traffic and languished
at Eastleigh until September 1917.
In normal circumstances, this
would probably have proved
the end of road for a loco in
this position, but a buyer was
found in the form of the Ministry
of Munitions, who paid a tidy
sum of £2,104 (£90,600) for the
locomotive. Resplendent in its
Urie medium green livery and
with a new number of 27, the
locomotive entered service at
Ridham Dock, near Sittingbourne,
Kent, at the Royal Navy General
Salvage Depot. Following the
cessation of hostilities, the
locomotive was moved out to
the General Stores Depot at
Belvedere during late 1919 and in
August 1920 was offered for sale.
Among the wealth of surplus
railway stock available on
the market at this point, the
Adams locomotive would have
represented something of a
strange buy, especially considering
that 38 of the ‘415’ class were
now laid up at Eastleigh in various
states of disrepair and dereliction.
‘Colonel’ Holman Stephens
of the East Kent Railway must
have thought otherwise though,
seeing some sort of potential in
the engine and it was purchased
from the Disposal & Liquidation
Commission for £375 (£11,240
today) in March 1923. Delivery to
the EKR’s station at Shepherdswell
took place on April 13, 1923, where
it became Locomotive No. 5.
The locomotive’s survival
beyond the rest of its class (with
the exception of Nos. 0125
and 0520 on the Lyme Regis
branch line) is undoubtedly down
to Stephens’ strange decision.
No.5 was entirely unsuited to the
needs of the East Kent Railway
and it is probably quite telling
that the only photographs that
have come to light of the engine
in service, are at Shepherdswell.
One explanation could be that
Stephens intended to use No. 5
on ‘through’ passenger services to
Canterbury. This would have been
dependent on the option to extend
the line from Wingham Town to
Adisham and thence to Canterbury
East, or via Wickhambreaux to
Canterbury West, but although
these were applied for (and in
the case of Wickhambreaux
to Canterbury East, approved),
the lines were never built.
In the event, No. 5 was initially
‘patch’ painted on its bunker sides
to show ‘EKR’ and ‘No. 5’, blending
with the medium green livery
it arrived in and it stayed in this
condition until the locomotive
was laid aside for general repairs,
early in 1934. Photographed in
March in a heavily stripped down
condition, it was 1936 before
the locomotive was back in
service, and with a new ‘standard’
EKR livery that saw No. 5 being
painted in the Southern Railway’s
second shade green, edged in
black with white lining on the
inside and vermillion buffer
beams and coupling rods.
WWW.HORNBY.COM
Early preservation days at the Bluebell, having been repainted in L&SWR livery as
No. 488, the Adams ‘Radial’ is seen standing at Horsted Keynes about to leave for
Sheffield Park. Note the superb ‘Birdcage’ brake coach in front of the locomotive.
From 1936, No. 5 worked on
an increasingly occasional basis,
making its last run on the EKR on
May 23, 1943 and the EKR’s Board
put it up for sale, hoping for a sale
value of £450 (£11,677.50 today).
Again, luck was on the side of the
locomotive, as two scrap dealers
offered just £61 (£1,582.95) and
£80 (£2,076). Deciding to seek
advice from the Southern Railway
on what constituted a fair price,
instead the SR made an offer of
£120 (£3,114) which was accepted
by the EKR on February 28, 1946.
The reason behind the
salvation of No. 5 arose from
the Southern’s need to augment
the two Class ‘415s’, now
numbered 3125 and 3520, that
were operating the Lyme Regis
branch. No. 5 left the EKR on
March 14, 1946 and arrived
at Eastleigh, via Ashford, for a
thorough overhaul on April 24.
Once at Eastleigh, a Drummond
boiler replaced the Adams
version and the frames were
patched, although the original
Adams pattern single slide
bars were retained. The final
cost of the overhaul came to
£1638 (£42,506.10), but what
emerged was a low mileage,
fully operational locomotive,
ideally suited to the rigours of
a demanding branch line.
Now renumbered as 3488,
the locomotive left Eastleigh, in
its new plain black livery, for its
new shed allocation at Exmouth
Junction on November 30, 1946,
ready to take up duties on the
WWW.HORNBY.COM
Lyme Regis branch. The line, with
its tight curves and gradients,
became synonymous with the
operation of the ‘415’ class ‘Radial’
locomotives, which were the
mainstay of the motive power
on the route for over 30 years.
At Nationalisation in 1948,
No. 3488 was renumbered
to 30583. Falling into numerical
sequence with the other two
Radials, Nos. 30582 and 30584,
it was October 1949 before the
numbers were applied, along
with British Railways lined black
livery. At this time, traffic on the
branch steadied at ten trips daily,
until 1951 when it dropped to
nine, while Sunday services were
irregular, varying between six to
eleven trips during the summer
timetable. Rotation of the
locomotives meant that, typically,
one engine worked the branch
line, with one acting as pilot or to
‘double head’ and the third being
held at Exmouth or removed
to Eastleigh for maintenance.
In 1958, it was decided that
the most difficult curves on
the line would be eased and
by 1960 the work had been
completed. This allowed spare
Ivatt Class 2 2-6-2T locomotives
to operate over the line and
the writing was on the wall for
the ‘Radials’. No. 30584 was
withdrawn on January 19, 1961
and the remaining two engines
lingered on as cover for the
Ivatts, until being withdrawn
in July 1961. No. 30584 was
broken up in December but
The locomotive is currently on static display at Sheffield Park
on the Bluebell Railway awaiting overhaul. Here it is seen in the
summer of 1974, still with its Drummond type chimney, which was
subsequently replaced with an original-type stovepipe version.
by virtue of its more ‘original’ of LSWR green. At present,
appearance, No. 30583 once No. 488 resides at the Bluebell
again escaped the cutter’s as a static display, awaiting
torch, being purchased by extensive repairs as a medium
the Bluebell Railway in East priority restoration project. With
Sussex to run in preservation. No. 488’s luck, who would bet
No. 30583 was pictured at against seeing the locomotive
Havant on July 9, 1961, during back in steam once more? Q
transit from Eastleigh to Brighton
and was delivered from Brighton THE HORNBY MODEL
shed to the Bluebell Railway, via
Haywards Heath and Ardingly,
on July 12, 1961. The engine
ran for a short period in its
modified BR lined black livery, ADAMS ‘0415’ 4-4-2T No. 488
before being painted into LSWR
CAT NO.: R3335
green in the summer of 1962. A
DCC: Ready
period in BR lined black livery as
LIVERY: L&SWR Green
No. 30583 followed, still with the
Drummond chimney, but by 1987 PERIOD: 1885-1914/
the Adams stovepipe chimney Preservation
had been fitted and there was RUN WITH: SR/L&SWR 58ft stock
a repaint into the current shade RRP: £119.99
ISSUE 108 HORNBY COLLECTORS CLUB MAGAZINE 39
 THE FUTURE BECKONS
INTRODUCING THE YOUNGSTERS OF ELGIN MODEL RAILWAY CLUB
Having shared exhibition space with the club, Hornby Researcher,
PAUL ISLES, talks to Elgin MRC to see how it is going about
encouraging youngsters to get involved in the hobby.
ne of the highlights
O of manning our trade
stand at the various
model railway exhibitions is to
see how children interact with
our layouts and the stock that
we have running. Our layouts are
kept deliberately low, providing
eyeline viewing for a typical
4-5 year-old, and to see the
joy this brings can certainly lift
the mood of the whole stand.
The question that faces not
just us as a manufacturer, but
the multitude of model railway
clubs as well, is how can we
tap into that innocent joy and
encourage youngsters in the
hobby? While at Glasgow’s SECC
for Model Rail Scotland, Hornby
were neighbours to Elgin Model
Railway Club and its huge, 24ft
x 16ft layout, ‘Strathheldon’,
which was making its first major
public outing. I couldn’t help but
notice the number of younger
40 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
members helping to operate it, so
during the course of the show I
took the chance to chat to some
of the senior club members.
Elgin MRC has a thriving
youth section and is successfully
bringing many youngsters
through the ranks of the club, as
Andrew Allardyce, Club Secretary
explains;“Ten to fifteen years
ago we realised that the Club
was not going anywhere, with
membership dwindling, and
so it was decided to diversify
interests and to try to recruit new
members. This was successfully
achieved and it was during
this time of expansion that we
noticed two areas of interest
from youngsters. Firstly, there
were the children of members
who were brought along by their
parents (well, fathers mainly!),
which met with mixed success,
as the youngsters were not
really allowed to do anything
and, being truthful, some of the
senior members did not really
welcome their presence.
“We were also getting more
enquiries, usually at shows,
from people wondering if their
children could join, but at that
time, club policy dictated that 16
years was the minimum age for
membership, unless accompanied
by a parent. A couple did so, but
the scheme was not well taken
up, as frequently the parent was
not really interested, or had other
commitments on our Club nights,
which prevented them attending.
“After much discussion it
was decided to set up a junior
membership for ages 12 to 16
years old, meeting on a Sunday
afternoon and separate from
other Club activities. It should
be noted that we did not set up
WWW.HORNBY.COM
a ‘Junior Section’ as we have a
very clear policy in the club that
we do not have any ‘sections’,
as we’ve found that it can cause
conflict and we did not want
that. Members obviously have
particular interests but are free
to move between different
projects, scales and gauges
and so it is with the juniors.”
With many Clubs, the oft-
quoted reason for not giving
juniors a separate membership
route is the perceived red-tape
of child protection policies,
but as Andrew explains, that
need not be the case; “Clearly
appropriate procedures had to be
followed to deal with youngsters
and several members received
Safeguarding Clearance through
the PVG Scheme in Scotland, but
it was not an arduous or intrusive
procedure and cost the Club
nothing, being a voluntary body.”
Dave Spratt, the Junior
Organiser at Elgin MRC, picks
up the subject; “Other than
the organisers of the Sunday
meetings, senior members of the
club and parents were definitely
discouraged from staying, to
promote the ideas from the
youngsters. What we offered
to them were large layouts in
‘N’, ‘00’ and ‘0’ gauges for them
to run their own trains or club
WWW.HORNBY.COM
stock on; the first thing they
learnt being how to handle
engines and stock without
causing damage. This was closely
followed by how to maintain
and clean engine wheels and
track and with youngsters being
naturally inquisitive, soon the
questions started. How does this
work? How can I do this? They
brought in defective engines
and rolling stock and wanted
to know how to repair them.
Soon, engines dashing around
at breakneck speed were a thing
of the past and playing trains
turned into layout operation.
“We don’t have a formal
structure, or a strict training
program, because we wanted to
react to what the kids wanted to
learn. They were the inspiration
behind the building and
development of the ‘00’ gauge
layout, ‘Hythe on the Hill’, which
we took to the Inverness Model
Railway Show. Operated by the
juniors and despite competition
from seasoned modellers, they
won the best operated layout
prize and haven’t looked back
since, the earliest members of
the junior group now being full
members of the club and they
are acknowledged by more
senior members of the club
as good layout operators.”
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 41

Andrew Allardyce is adamant
that junior members have
certainly been a positive for
the Club and the decision to
encourage them is something
that no member regrets.
“It is a positive stimulus to the
activities of the Club and has also
meant that we have additional
operators for exhibitions. In
actual fact, it has sometimes
proved more difficult for senior
members to operate the layout
as frequently, as the juniors do
not want to relinquish control!
Several of our juniors have now
become full members, but still
attend with the rest of the juniors,
passing on their enthusiasm
and experience and we even
have one former Junior who
is now a trainee with Network
Rail, very useful for keeping us
right on current practice!”
Ben Angus looks back on
his time as an Elgin Junior with
fondness; “I joined the club in
November 2012 after going to
the show that Elgin MRC had
put on in the local town hall. I
started talking to some of the club
members at the show getting
42 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
details about when the club meets
and then after a quick email the
next day I got all of the details.
“I wanted to join the club as I
saw it as an opportunity to work
on, and operate, bigger layouts
that I would never be able to
build at home and I also saw it
as an opportunity to make new
friends with an interest in railways
and be able to pick up new skills
from other people in the club.
“This will now be coming up
for my fourth year with the club.
Since then I have been able to see
and take part in so many activities.
From day one I was brought into
the club, made very welcome
and put straight into doing
something – no time to stand
about twiddling thumbs. In the
past years I have had involvement
with making baseboards, scenics,
track laying and lots and lots of
wiring, as well as taking layouts
to exhibitions both local and
further afield, involving setting
up, operating and dismantling.
“There is also a great social
aspect to being in a club as well. A
couple of times a year we go out
for a meal, normally after a show,
and it’s a great way to get to know
everyone, and often getting to
know other local clubs as well.
“Days at the club are always
different and there is always plenty
to do, people to help out, and
of course there are those great
evenings where you just come
in to have a good natter to other
members instead of getting that
bit of important wiring finished.
“I would definitely recommend
joining a club to everyone, it’s a
great way to meet new people
and learn new skills. It might
seem expensive first of all, about
£60 for a year, but when you
think of everything you get out
of it, it’s definitely worth it.”
The value of ‘play’ sets
as an introduction to the
hobby is emphasised by Greg
Anderson’s words, as he explains
how his interest began.
“I have always been interested
in trains and railways. When I was
very little I had a wooden train
set and then, as I was beginning
to grow out of it, I received an
electric Hornby train set for my
eighth birthday. My dad and I
made a 4ft x 8ft baseboard and
MEMBERS’ GALLERY
I soon began spending all my
birthday and Christmas money In this edition of the Hornby Collectors’ Club Magazine we have a selection of layout
on more track and trains.”
Again, a trip to the local Model
images from Huw Thomas who has shared his layout progress on the Hornby Forum.
Railway show provided the
inspiration to continue with the
hobby for Greg; “Inevitably, as
soon as the junior section of the
Elgin Model Railway Club was
formed, I joined up and from then
on I spent my Sunday afternoons
learning new skills, such as how
to properly ballast track, how
to make realistic scenery and
how to properly wire an electric
layout. The club has given me
the opportunity to meet new
people and make new friends,
as well as meet with likeminded
people of all ages to undertake
my hobby, independent of my
family. The club has also enabled
me to network with individual
people as well as expand my
knowledge of things, such as
electronics, by talking to and
discussing it with the club experts.
“I also assist running the
layouts at exhibitions. This has
taught me other skills, such
as communication (using
radios over the layout to give
instructions), timekeeping
(ensuring I am back in time to
work my shift on the layout)
and teamwork. Being part of
the club has also allowed me
to travel to other exhibitions,
such as in Inverness, Aberdeen
and Glasgow, which I would
otherwise not have been able
to attend. Seeing such a wide
variety of model layouts has
given me further ideas and
inspiration for developing my
own layout at home. Currently
I am 17 years old and I hope to
have a career on the railway.
Wherever I end up working, I
hope I will find a local club not
too far away, to continue my
interest in model railways.”
In talking to Andrew Allardyce,
as well as the other members, it is
obvious that the interest in model
railways is sustainable, as long as
the relationship between club and
club member is based on both
parties committing equally to the
enterprise. There will be other
clubs out there, like Elgin, that not
only encourage youngsters, but
also newcomers to the hobby
as well and we’d love to hear
how (and where) they operate.
We all had to start somewhere in
the hobby and today’s junior is
the Club Secretary of tomorrow, For anyone looking for layout inspiration these may help you on your way.
something we, at Hornby,
are happy to encourage. Q
To view the images and conversation about Huw’s layout visit www.hornby.com/forum/progress
WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 43
 PRODUCT SPOTLIGHT
Here is a selection of recent Hornby model releases that we thought warranted a
bit of extra attention under the Product Spotlight, including this issue’s cover model
SUPER CLAUDS
Hornby’s LNER ‘D16’ 4-4-0
was introduced to the range
around 18-months ago, and
has been a tremendous
hit, especially with those
modelling the BR Eastern
Region and in particular the
railways of East Anglia.
The Hornby model is actually
of the ‘D16/3’ which was the
classification given by the
LNER to the Gresley re-builds
of earlier ‘D15/1’, ‘D15/2’ and
‘D16/2’ 4-4-0s, with a 5ft 11⁄8in
diameter boiler fitted with
a round topped firebox.
The origin of the ‘D16s’
goes back to the turn of the
last century and a design
44 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
credited to James Holden,
Chief Mechanical Engineer
of the Great Eastern Railway,
but commonly thought to
be the work of his Chief
Draughtsman at Stratford
Works, Frederick V. Russell. The
original locomotive was
numbered 1900 after the year
that it was built and named
Claud Hamilton after the
then Lord Claud Hamilton
(1843–1925), the chairman
of the GER. No. 1900 Claud
Hamilton was exhibited at
the 1900 Paris Exhibition and
was awarded a gold medal.
No. 1900 was quickly
followed by an order for an
additional 40 locomotives
which were built between
the years 1900 and 1903 and
were classified by the GER
as ‘S46’ (later to be classified
LNER ‘D14s’) and soon to
become known as ‘Clauds’.
These were followed by
further batches produced
between 1904 and 1911 and
were fitted with Belpaire
boilers and classified as ‘D56’
(later to become ‘D15s’). The
final batch of ten engines, this
time classified by the GER as
‘H88’, later to become LNER
‘D16s’, were built in 1923 and
fitted with 5ft 1in diameter
superheated Belpaire boilers
and were appropriately
known as ‘Super Clauds’.
In total 121 variants on the
original locomotive were
built with some 117 passing
into British Railways stock
in 1948. Many of these
locomotives had been rebuilt
with Belpaire-type boilers as
‘D16/2s’ and ‘D16/3s’, with
any remaining locomotives
reclassified as ‘D15/2s’, but
simply known as ‘D15s’.
The classification ‘D16/1’ was
given to the original remaining
‘D16’ locomotives which had
short smoke boxes, but were
all rebuilt later with longer
smoke boxes and classed
WWW.HORNBY.COM
‘D16/2’. The ‘D16’ ‘Super
Clauds’ built in 1923 along
with certain rebuilt ‘D15s’ also
became part of the ‘D16/2’
sub-class, and it is these that
were mostly rebuilt by Gresley
from 1933 as ‘D16/3s’, some
not being rebuilt until BR days.
By 1949 a total of 104
‘D16/3s’ had been rebuilt and
proved to be efficient and
equal to the earlier variants of
the larger Holden ‘B12’ class.
When first introduced the
‘Clauds’ were the largest and
most powerful locomotives
on the GER and were used
on the express routes across
the region. At Grouping
in 1923, the ‘Clauds’ were
allocated across the whole
of the Eastern Region with
one outposted at Doncaster,
but the vast majority were
based at Stratford, Ipswich and
Cambridge. From the 1932
‘Clauds’ were used extensively
for passenger work from
Cambridge to London, which
continued until 1938.
EX-LMS NON-CORRIDOR STOCK
You can’t have too many
suburban coaches, and the
former LMS 57ft non-corridor
coaches recently added to the
Hornby range are perfect for
layouts based on either main
line or branch line practice.
Typical coaching stock for tank
locomotives such as Hornby’s
Fowler 2-6-4Ts and ‘2P’ 4-4-0s,
they were used on main line
suburban and longer distance
stopping services as well as
branch lines. A formation of just
two or three look perfectly at
home on a branch line behind
a small tank locomotive, or you
can run five or more – perhaps
mixed with other stock from the
same era – behind something
like a Stanier ‘Black Five’.
Upon becoming CME
of the LMS, William Stanier
embarked on a redesign of
the coaching stock of the
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The withdrawal of the
‘D16/3s’ got underway
in 1945 and apart from those
operating on the Eastern
Region, eight ‘Clauds’ were
allocated to the Cheshire Lines
in 1949 where ex-LNER men
preferred the familiarity of
this type of locomotive than
the LMS engines they were
unaccustomed to. Spares for
the ‘D16/3s’ started to become
a problem and by 1955 a more
concerted programme of
withdrawals commenced with
No. 62613 being the last to be
withdrawn in September 1960.
The Hornby model has
appeared in a number of
guises, including LNER lined
Apple Green, LNER black, early
and late BR black. Seen here
is No. E2524, representing
the period immediately after
nationalization in 1948 when
locomotives ran with their ‘Big
Four’ numbers, but prefixed to
distinguish locomotives from
others of the same number on
other nationalized regions.
company, incorporating
steel panelled sides and large
flush glazed windows, with
characteristic large radius
corners, into what became
known as Period III design.
Underframes and bogies
remained standard throughout
The plain black livery looks
almost austere, with ‘BRITISH
RAILWAYS’ spelled out on the
tender-sides, but this does
not detract from the wealth of
detail, including the distinctive
LNER ‘D16/3’ 4-4-0
CAT REF:
ALSO AVAILABLE:
RRP:
DCC:
the company’s existence,
although Stanier built welded
types of both, with the riveted
designs continuing to be built
in parallel. Initially shallow
window vents were employed,
but by 1933 a deeper style had
been standardised upon.
Very early Period III stock
was painted in a full crimson
lake livery, with the panels of
LMS/BR NON-CORRIDOR 57FT SUBURBAN COACHES
CAT REF:
ALSO AVAILABLE:
RRP:
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE
air pump on the running plate in
front of the cab. The locomotive
is the perfect companion to
Hornby’s ex-LNER Thompson
non-corridor and Gresley
suburban coaches. Q
R3235 BR ‘D16/3’ 4-4-0,
in early BR (1948/9) livery
R3233 No. 8825 - LNER black
R3303 No. 62581
early BR black (weathered)
R3433* No. 8900 Claud Hamilton
LNER lined Apple Green
£109.99, £124.99*
Ready
earlier stock lined out on the
flush coach sides. After 1934 this
changed to a simplified livery
of three horizontal lining stripes
on the body sides. Coach ends
were crimson lake until 1936,
and black thereafter, but post-
war the official body side colour
designation changed to maroon
and the font of the lettering was
altered. Post-nationalisation, the
BR liveries were first crimson
and cream and later, maroon, as
seen with the examples here. Q
(BR maroon) R4689 Composite
R4690 Third Class
R4691/4691A Third Class Brake
(LMS crimson) R4656A Composite
R4657A Third Class,
R4677B/4677C Third Class Brake
£39.99 each
45
 PRODUCT SPOTLIGHT
CROSTI-BOILERED ‘9F’
Arguably the most unusual
locomotive to have been
released into the Hornby
range in recent years, if
not ever, is the Franco-
Crosti version of the BR
standard ‘9F’ 2-10-0.
The conventional ‘9F’ 2-10-0
has been in the Hornby range
for some time, as exemplified
by No. 92220 Evening Star,
a model of the last standard
gauge steam locomotive to be
built for British Railways in 1960.
BR CROSTI-BOILERED ‘9F’ 2-10-0
CAT REF:
RANGE:
ALSO AVAILABLE:
RRP:
DCC:
BR 12-TON BLUE SPOT FISH VAN
In the late 1940s-early 1950s,
around a million tons of fish
were landed annually at
British ports. Of this, 75%
was transported by rail,
which is approximately 2,000
tons every day. Of course,
fresh fish is extremely
perishable so a special
kind of vehicle had to be
developed to allow deliveries
BR BLUE-SPOT 12-TON FISH VAN
CAT REF: R6759 - No. E87128 (blue)
ALSO AVAILABLE: (blue) R6759A/B - Nos. E87129/87130
R6762* BR Insulated (ex-Fish Van) No. E87438
RRP: £12.99, £14.99*
46 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
Ten of the ‘9Fs’ were
experimentally built with
Franco-Crosti boilers at
Crewe in 1955. These were
numbered 92020-92029.
Named after two Italian
engineers who had worked
for the Italian State railway in
the 1930s, the Franco-Crosti
boiler was a modification of the
more conventional fire tube
boiler, which was used on the
majority of steam locomotives.
Different from the more
R3356 BR Crosti-Boilered ‘9F’ 2-10-0
No. 92021 BR early black (weathered)
Railroad
R3396TTS* No. 92025 – early BR
(with Twin Track Sound),
£119.99, £139.99*
Ready/fitted*
from and to the more remote
parts of the network.
The first vans of this type
appeared in 1949 and were
actually an LNER design. 800
were built with 15ft wheelbase
chassis and had vacuum
brakes fitted. The bodies were
constructed with plywood
and had aluminium skins
that were easier to clean and
common type of boiler, the heat
that remained in the exhaust
gasses was used to preheat
the water supply for the main
boiler by using a secondary
heat exchange system. The heat
exchange system was in effect
a secondary boiler. From there
the preheated water was fed at
full boiler pressure into the main
boiler. The feedwater heater, as
it was known, was not designed
to produce steam but to raise
the temperature of the water
allowing the heater to maximise
the remaining energy in the
exhaust gasses more efficiently.
This wasn’t the only
unconventional feature of the
design; although there was a
chimney at the front in the usual
place above the smokebox,
this was only used when
lighting up. In normal working
helped keep the fish cold. The
roof was made from a double
skinned aluminium, the gap
filled with rubber insulation.
Doors were draught proof and
the fish was kept cold by boxes
of dry ice (solid carbon dioxide)
and the fish would have been
packed in ice as well and of
course, this started to melt during
journeys, flooding the floor of
the vans, so drain holes were
fitted so that the water could
drain away. The exteriors were
painted white to reflect heat.
Although built by BR until 1961,
vans were given an ‘E’ prefix as
they were an Eastern Region
(LNER) design. The numbers
conditions the gases passed
through firetubes inside the
pre-heater drum that led to a
second smokebox underneath
the boiler, from which there
was a second chimney on the
right-hand (fireman’s) side
just forward of the firebox.
Along with all the various
pipes and other external
plumbing, and devoid of
conventional smoke deflectors
as fitted to the ‘standard’ ‘9Fs’
(because they weren’t needed),
these alterations gave the Crosti
‘9Fs’ a rugged, powerful and
ungainly look – some would
say ‘ugly’ – and created difficult
operational conditions for
footplate crews. Despite a small
deflector plate fitted in front
of the side chimney, smoke
would still engulf the footplate,
especially in a cross-wind.
allocated were actually those
for vehicles classed as non-
passenger coaching stock,
similar to express milk tankers
and parcels vans. 275 of the
original diagram 800 vehicles
were converted and fitted with
roller-bearing axles for express
fish working from the Scottish
and English North Sea ports
down to the London markets.
Between 1959 and 1961, a
further 558 were built as part
of diagram 801, with roller
bearings from new. These and
the converted vans carried the
distinctive blue spot on the
body-sides to indicate they could
run at express speeds and were
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The hoped-for benefits
of the experiment weren’t
realised – any improvement
in efficiency was outweighed
by the additional cost,
complexity and maintenance
of the locomotives. As a result,
between 1959 and 1961 all ten
had their pre-heater drums
sealed off and the locomotives
were operated in conventional
Crosti boiler fitted ‘9F’ 2-10-0 No. 92022 on a long train
of mineral wagons at Hebden Bridge on March 6, 1965.
PAUL CLAXTON/RAIL PHOTOPRINTS COLLECTION
often referred to as ‘Blue Spot
Fish Vans’ or the abbreviated
‘Insul-Fish’ (for Insulated Fish)
vans. They could be found in all
parts of the country, including
on the Southern Region and
down into the West Country,
although their main preserve
was on the East Coast Main
Line and the old Great Northern
Main line from Grimsby.
From 1963 the livery of these
van was changed to ice blue
due to complaints about how
dirty the white bodied vehicles
often looked – something
thought to be inappropriate for
something carrying foodstuffs.
With the decline of the wet
fish market as refrigeration
developed and much fresh
fish was frozen at sea or
WWW.HORNBY.COM
fashion, although retaining
the equipment, which in The Hornby model is in
turn reduced their ability to the Railroad range, but still with Wellingborough and
generate steam and were retains the level of detail seen the surrounding area, used
consequently downgraded in Hornby’s ‘standard’ ‘9F’ and on steel and ore trains. They
from ‘9F’ to ‘8F’. The first was makes an interesting addition also ventured into the North
withdrawn in October 1966, to any LMR-based layout where West around the Stockport
with the rest surviving a heavy freight train operation area and could be found on
further year, eight of them is recreated. The sub-class heavy Trans-Pennine coal and
until November 1967. were strongly associated petro-chemical trains. Q
port, vehicles were gradually
withdrawn in the 1960s.
Around 600 were converted
for use as Express Parcels
different numbers currently
available. Note: only a white
insulated van, depicting one of
the former fish vans, is currently
in the Hornby range, but ‘Blue
Spot’ white-painted vans are
in circulation and may be
available from some retailers. Q
vehicles, while other examples
were passed into goods stock
for use as insulated vans and
general goods vans with the
insulation removed. Others
were adapted for engineering
and departmental use.
Both white and ice blue
versions of the Insulated ‘Blue
Spot’ Fish Van have been
produced by Hornby enabling
pre- and post- 1963 versions
to be modelled, although
there would have been quite
an overlap of white vehicles
operating beyond that date.
Shown here is the later blue
version of which there are three
ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 47
 JUNIOR SECTION

See, Find and Win with Hornby SPOT THE DIFFERENCE

Can you spot the seven differences between the two pictures?
WORD SCRAMBLE
Can you unscramble these Hornby related words?
nTria

ocoimLotve

nogWa

Cocha
DOT TO DOT
broyHn
Can you join the dots together to create
‘Gordon’ from Thomas and Friends?
yawRial

Trcka

giEnen

Answer the question below to win a mystery prize! FUN FACTS!

Q The Liverpool & Manchester
Railway, opened in 1830, was the
What class of locomotive is Mallard? world’s first Inter-City railway.
Q Taking over eight years to build,
the Forth Railway Bridge in
a. ‘A3’ Class Scotland was the longest single
cantilever bridge span in the
b. ‘A4’ Class world when it opened in March
Q LNER ‘A4’ ‘Pacific’ No. 4468
c. ‘West Country’ Class 1890. It has a total span length
of 2,467m and is 46m above
the high water mark. 55,000
Please send your answers to: Hornby Junior Competition 108, Hornby Hobbies, 3dr Floor, The Gateway, tonnes of steel and 110,000m3
Innovation Way, Discovery Park, Sandwich, Kent, CT139FF or email your answer to club@hornby.co.uk of masonry were used in its
Closing date for entries is 31st August 2016 construction. Designed by
English engineers Sir John Fowler
and Sir Benjamin Baker, it is now
a UNESCO World Heritage Site.
The Quebec Bridge in Canada,
opened in 1917, is now the largest
such bridge, but the Forth Bridge
is still second, 186 years after
it opened!
Mallard still holds the World
Record as the fastest steam
locomotive on the planet, the
record of 126mph (202.5kph)
being set on July 3, 1938 on Stoke
Bank, south of Grantham. This
beat the previous record set by
a German Class 05 locomotive
of 124.5mph (200.4kph) set in
1936 – only 1.5mph less than
Mallard’s record.
Q The latest Class 68 Vossloh diesel-
electric locomotives operating on
Britain’s railways have a tractive
effort of 317kN (71,000lbs), which
is double that of Gresley’s ‘A4’
class.
Q British Rail operated an extensive
fleet of ocean-going ships,
including 14 that were built as, or
converted to, train ferries. Capable
of carrying rail vehicles, these
were classed under the TOPS
locomotive numbering system as
Class 99.
Q The Snowdon Mountain Railway
in North Wales is Britain’s only
Rack and Pinion railway, using
cog wheels and a toothed rail to
give extra grip when climbing, and
more importantly, extra braking
when coming back down the
mountain!

48 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 108 HORNBY COLLECTORS’ CLUB MAGAZINE 49
 FROM THE FORUM
The Hornby Forum is home to a friendly and knowledgeable community who all come together
to help and assist others with their model railway layout. Whether you are new to the hobby
or a veteran, the Hornby Forum is an invaluable resource in planning and troubleshooting
your layout. Draw from the experience of the community and join the discussion.
Here we present a few highlights from the Forum and remember, if you want to
see the full conversation from these topics head over to www.hornby.com/forum
THE MOST BEAUTIFUL STEAM LOCO?
Forum member Jimbopuff asked
what other members thought
was the most beautiful steam
locomotive in the world. As
you can imagine, a consensus
was unlikely but it raised some
interesting discussion and let
members from all over the world
compare their favourite engines.
BUILD YOUR OWN RADIO CONTROL SYSTEM
You may remember Forum
member gowest, as we featured
his build of a Live Steam ‘King’
locomotive in Issue 106.
LAYOUT IDEAS (FOR A 2200x1200 BOARD)
It’s very common for new or
returning members to the
hobby to ask for ideas and
assistance on the Forum. One
thread submitted recently by
Paul60, asked other members
for their ideas and any
resources they may know of.
Unsurprisingly the Forum
stepped up and offered a huge
50 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 108
While this debate will never
have a conclusion, I think it’s
safe to say that we all enjoyed
discussing it and looking
through each other’s photos.
To see all the debate, type
this address into your browser:
www.hornby.com/forum/the-
most-beautiful-steam-loco-/
Well, I’m very pleased to say
that gowest is back and this
time, he’s building his own
Radio Control System.
amount of ideas and tools
Paul could use and he carried
on with his layout apace.
If you’d like to see everything
the Forum recommended for
Paul simply head on over to the
thread by typing this address
into your browser: www.hornby.
com/forum/layout-ideas-
for-a-2200x1200-board-/
The images we’ve included
here really don’t do gowest’s
project enough justice, so
be sure to check out all the
JOIN THE DISCUSSION OVER AT
WWW.HORNBY.COM/FORUM
SPECIAL OFFERS
& ATTRACTIONS
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Airfix has teamed up with Didcot Railway Centre - The GWR
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setting based around the original 1930s engine shed:
n Days out with Thomas - Thomas the Tank Engine
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n Functioning Work Shops which refurbish and rebuild engines
n Rolling stock for future displays
n Unique collection of Great Western Railway steam engines, coaches,
wagons, buildings and small relics; and a recreation of Brunel’s broad
gauge railway
www.didcotrailwaycentre.org.uk
Available from Jan 1st-Dec 31st 2016 , closed 24-26 December. Not valid on shows and
events with non-standard admission prices where adult price is more than £13 a ticket. Offer
applies exclusively to adult tickets and cannot be used to book in advance. You must have
your Hornby membership card with you. Not valid in conjunction with any other offer.
Not for resale. Can be withdrawn anytime and is subject to change without notice.
2 FOR 1 ENTRY
TO THE BRIGHTON TOY
information and loads more
photos here: www.hornby.
com/forum/build-your-own-
AND MODEL MUSEUM
radio-control-system/ Brighton Toy and Model Museum is home to displays which draw T&Cs: One voucher per visit. Not in
from its core collection of over 10,000 items. The Museum also conjunction with any other promotions or
exhibits various pieces and full displays on loan from outside vouchers. Please present voucher at time of
collections. The displays showcase collections from the last 100 years, purchase. Valid until 31.09.16. For full T&Cs
including examples from the world’s top toy and model makers. visit http://brightontoymuseum.co.uk/
CONCESSION 10%
DISCOUNTS OFF
Use your membership card to get a 10%
discount in all of the following concessions:
n Hornby Shop, Swindon n Wonderful World of Trains and
n Harrods Concession, London Planes Concession, Birmingham
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Fenwick Concession, Newcastle
Fenwick Concession, Canterbury
Bentalls Concession, Kingston
n Hamleys Regent Street Concession,
London
n Hamleys Glasgow Concession,
T&C: This voucher allows 2 children
into the HVC centre free of charge. KIDS GO
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Valid until 31st December 2016.
n Daniels Concession, Windsor Glasgow Under 18’s must be accompanied
n Boswells Concession, Oxford n Hamleys Manchester Concession, by an adult - under 5’s come in for
free. Not to be used in conjunction
n Houghton Hall Concession, Carlisle Manchester
with other offers. Show your
n Chester Model Centre Concession, n Hamleys Dundrum EIRE Use your membership
membership card with the voucher.
Chester Concession, Dundrum
card to get a discount on
n Shildon Railway Museum n James Pringles Weavers *WESTWOOD, MARGATE
Concession, Shildon Concession, Anglesey
your favourite brand!
KENT CT9 4JX
On the A254 Ramsgate Road,
between Westwood Cross * Hornby Visitor Centre,
To find out more information about the concessions
search for one of the above at corgi.co.uk/stockists
Shopping Centre and Margate. Margate, 20% discount!
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